Railroad system comprising railroad vehicle with energy regeneration

ABSTRACT

A self-powered railroad system ( 1700 ), in one embodiment, comprises a locomotive ( 1710 ), a control source ( 1715 ), and a plurality of load units ( 1720 A-K and  1730 A-G), some of which are railroad vehicles ( 1720 A-K) comprising the components of railroad vehicle ( 1500 ) that provide for selective operation in a motoring mode, a coasting mode, or a dynamic braking mode. The self-powered railroad system may also comprise a control source and at least one railroad vehicle controlled by the control source, such as for coupling, uncoupling, and moving to or from a loading dock.

CROSS REFERENCE TO RELATED APPLICATIONS

The invention of the present application is a continuation-in-part ofU.S. patent application Ser. No. 10/435,261, filed May 9, 2003, entitledMultimode Hybrid Energy Railway Vehicle System and Method, which is acontinuation-in-part of U.S. patent application Ser. No. 10/032,714,filed on Dec. 26, 2001, entitled Locomotive Energy Tender, now U.S. Pat.No. 6,612,245 (issued Sep. 2, 2003), which claims priority based on U.S.Provisional Application Ser. No. 60/278,975, filed on Mar. 27, 2001, theentire disclosures of which are incorporated herein by reference.

The following commonly owned, co-pending applications are related to thepresent application and are incorporated herein by reference:

-   U.S. patent application Ser. No. 10/033,172, filed on Dec. 26, 2001,    and entitled “HYBRID ENERGY POWER MANAGEMENT SYSTEM AND METHOD”;-   U.S. patent application Ser. No. 10/033,347, filed on Dec. 26, 2001,    and entitled “HYBRID ENERGY LOCOMOTIVE ELECTRICAL POWER STORAGE    SYSTEM”;-   U.S. patent application Ser. No. 10/033,191, filed on Dec. 26, 2001,    and entitled “HYBRID ENERGY LOCOMOTIVE SYSTEM AND METHOD”; and-   U.S. patent application Ser. No. 10/032,714, filed on Dec. 26, 2001,    and entitled “LOCOMOTIVE ENERGY TENDER”.

FIELD OF THE INVENTION

The invention relates generally to vehicles for use in connection withrailways. In particular, the invention relates to a railroad vehicleoperable from stored electrical energy, such as stored electrical energybeing produced by a charging generator and/or by dynamic braking energygenerated by electric traction motors during braking, the railroadvehicle being operable in a plurality of operating modes. The railroadvehicles are primarily load-carrying for carrying freight and that havepower regeneration capability. Railway systems that comprise suchrailroad vehicles also are disclosed.

BACKGROUND OF THE INVENTION

FIG. 1A is a block diagram of an exemplary prior art locomotive 100. Inparticular, FIG. 1A generally reflects a typical prior artdiesel-electric locomotive such as, for example, the AC6000 or theAC4400, both or which are available from General Electric TransportationSystems. As illustrated in FIG. 1A, the locomotive 100 includes a dieselengine 102 driving an alternator/rectifier 104. As is generallyunderstood in the art, the alternator/rectifier 104 provides DC electricpower to an inverter 106 that converts the AC electric power to a formsuitable for use by a traction motor 108 mounted on a truck below themain engine housing. One common locomotive configuration includes oneinverter/traction motor pair per axle. Such a configuration results inthree inverters per truck, and six inverters and traction motors perlocomotive. FIG. 1A illustrates a single inverter 106 for convenience.

Strictly speaking, an inverter converts DC power to AC power. Arectifier converts AC power to DC power. The term converter is alsosometimes used to refer to inverters and rectifiers. The electricalpower supplied in this manner may be referred to as prime mover power(or primary electric power) and the alternator/rectifier 104 may bereferred to as a source of prime mover power. In a typical ACdiesel-electric locomotive application, the AC electric power from thealternator is first rectified (converted to DC). The rectified AC isthereafter inverted (e.g., using power electronics such as IGBTs orthyristors operating as pulse width modulators) to provide a suitableform of AC power for the respective traction motor 108.

As is understood in the art, traction motors 108 provide the tractivepower to move locomotive 100 and any other vehicles, such as loadvehicles, attached to locomotive 100. Such traction motors 108 may be ACor DC electric motors. When using DC traction motors, the output of thealternator is typically rectified to provide appropriate DC power. Whenusing AC traction motors, the alternator output is typically rectifiedto DC and thereafter inverted to three-phase AC before being supplied totraction motors 108.

The traction motors 108 also provide a braking force for controllingspeed or for slowing locomotive 100. This is commonly referred to asdynamic braking, and is generally understood in the art. Simply stated,when a traction motor is not needed to provide motivating force, it canbe reconfigured (via power switching devices) so that the motor operatesas a generator. So configured, the traction motor generates electricenergy which has the effect of slowing the locomotive. In prior artlocomotives, such as the locomotive illustrated in FIG. 1A, the energygenerated in the dynamic braking mode is typically transferred toresistance grids 110 mounted on the locomotive housing. Thus, thedynamic braking energy is converted to heat and dissipated from thesystem. In other words, electric energy generated in the dynamic brakingmode is typically wasted.

It should be noted that, in a typical prior art DC locomotive, thedynamic braking grids are connected to the traction motors. In a typicalprior art AC locomotive, however, the dynamic braking grids areconnected to the DC traction bus because each traction motor is normallyconnected to the bus by way of an associated inverter (see FIG. 1B).FIG. 1A generally illustrates an AC locomotive with a plurality oftraction motors; a single inverter is depicted for convenience.

FIG. 1B is an electrical schematic of a typical prior art AC locomotive.It is generally known in the art to employ at least two power supplysystems in such locomotives. A first system comprises the prime moverpower system that provides power to the traction motors. A second systemprovides power for so-called auxiliary electrical systems (or simplyauxiliaries). In FIG. 1B, the diesel engine (see FIG. 1A) drives theprime mover power source 104 (e.g., an alternator and rectifier), aswell as any auxiliary alternators (not illustrated) used to powervarious auxiliary electrical subsystems such as, for example, lighting,air conditioning/heating, blower drives, radiator fan drives, controlbattery chargers, field exciters, and the like. The auxiliary powersystem may also receive power from a separate axle driven generator.Auxiliary power may also be derived from the traction alternator ofprime mover power source 104.

The output of prime mover power source 104 is connected to a DC bus 122that supplies DC power to the traction motor subsystems 124A-124F. TheDC bus 122 may also be referred to as a traction bus because it carriesthe power used by the traction motor subsystems. As explained above, atypical prior art diesel-electric locomotive includes four or sixtraction motors. In FIG. 1B, each traction motor subsystem comprises aninverter (e.g., inverter 106A) and a corresponding traction motor (e.g.,traction motor 108A).

During braking, the power generated by the traction motors is dissipatedthrough a dynamic braking grid subsystem 110. As illustrated in FIG. 1A,a typical prior art dynamic braking grid includes a plurality ofcontactors (e.g., DB1-DB5) for switching a plurality of power resistiveelements between the positive and negative rails of the DC bus 122. Eachvertical grouping of resistors may be referred to as a string. One ormore power grid cooling blowers (e.g., BL1 and BL2) are normally used toremove heat generated in a string due to dynamic braking.

As indicated above, prior art locomotives typically waste the energygenerated from dynamic braking. Attempts to make productive use of suchenergy have been unsatisfactory. For example, systems that attempt torecover the heat energy for later use to drive steam turbines requirethe ability to heat and store large amounts of water. Such systems arenot suited for recovering energy to propel the locomotive itself.Another system attempted to use energy generated by a traction motor inconnection with an electrolysis cell to generate hydrogen gas for use asa supplemental fuel source. Among the disadvantages of such a system arethe safe storage of the hydrogen gas and the need to carry water for theelectrolysis process. Still other prior art systems fail to recapturethe dynamic braking energy at all, but rather selectively engage aspecial generator that operates when the associated vehicle travelsdownhill. One of the reasons such a system is unsatisfactory is becauseit fails to recapture existing braking energy.

Prior art hybrid energy railway vehicles typically operate from storedelectric energy that is generated by a turbine engine and generator.Such hybrid energy railway vehicles rely on a turbine engine andgenerator as the sole source of stored electric energy on which to drivethe traction motor of the hybrid energy railway vehicle. Such prior arthybrid energy railway vehicles fail to recapture dynamic braking energygenerated by the traction motor of the hybrid energy railway vehicle andis required to turn on and off the turbine engine and generator asrequired by the level of charge of the hybrid energy railway vehiclestorage system.

Therefore, there is a need for a number of types of multipurpose hybridenergy railway vehicles that can be used to capture and store theelectrical energy, including electrical energy generated in the dynamicbraking mode. There is further a need for such hybrid energy railwayvehicles that selectively regenerate the stored energy for later use.There is a need for hybrid energy railway vehicles that are equippedwith a resistive grid for dissipating energy. There is also a need forhybrid energy railway vehicles configured to enable the on-boardelectric energy storage system to be charged from an external electricenergy system. There is another need for such railway vehicles tooperate in a plurality of system and functional modes of operation. Forexample, the hybrid energy railway vehicle could operate in a standaloneoperation or in a consist in combination with one or more locomotives.Some embodiments of a hybrid vehicle could operate in anyone of severalfunctional modes of operating modes including operating as a railwayswitcher, roadmate, pusher or electrical energy tender. Otherembodiments of a hybrid energy railway vehicle could operate to carryfreight, and may operate alternatively in a coasting mode, a dynamicbraking mode, and a motoring mode.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a block diagram of a prior art diesel-electric locomotive.

FIG. 1B is an electrical schematic of a prior art AC diesel-electriclocomotive.

FIG. 2 is a block diagram of one embodiment of a hybrid energylocomotive system having a separate energy tender vehicle.

FIG. 3 is a block diagram of one embodiment of a hybrid energylocomotive system having a second engine for charging an energy storagesystem, including an energy storage system associated with an energytender vehicle.

FIG. 4 is a block diagram illustrating one preferred embodiment of anenergy storage and generation system suitable for use in connection witha hybrid energy locomotive system.

FIG. 5 is a block diagram illustrating an energy storage and generationsystem suitable for use in a hybrid energy locomotive system, includingan energy management system for controlling the storage and regenerationof energy.

FIGS. 6A-6D are timing diagrams that illustrate one embodiment of anenergy management system for controlling the storage and regeneration ofenergy, including dynamic braking energy.

FIGS. 7A-7D are timing diagrams that illustrate another embodimentenergy management system for controlling the storage and regeneration ofenergy, including dynamic braking energy.

FIGS. 8A-8E are timing diagrams that illustrate another embodimentenergy management system for controlling the storage and regeneration ofenergy, including dynamic braking energy.

FIGS. 9A-9G are electrical schematics illustrating several embodimentsof an electrical system suitable for use in connection with a hybridenergy off-highway vehicle, such as a diesel-electric locomotive.

FIGS. 10A-10C are electrical schematics illustrating additionalembodiments of an electrical system suitable for use in connection witha hybrid energy off-highway vehicle, such as a diesel-electriclocomotive.

FIG. 11 is an electrical schematic that illustrates one preferred way ofconnecting electrical storage elements.

FIG. 12 is a flow chart that illustrates one method of operating ahybrid energy locomotive system.

FIG. 13 is a block diagram of one embodiment of a multipurpose hybridenergy railway vehicle.

FIG. 14 is a block diagram of another embodiment of a multipurposehybrid energy railway vehicle.

FIG. 15 is a block diagram of one embodiment of a railroad vehicle forcarrying freight and having power regeneration capacity.

FIG. 16 is a block diagram of another embodiment of a railroad vehiclefor carrying freight and having power regeneration capacity.

FIG. 17 is a block diagram of a portion of a train that exemplifies asystem of the present invention, where that system comprises a pluralityof railroad vehicles such as are diagrammed in FIGS. 15 and 16.

FIG. 18 is a block diagram of a railroad vehicle for carrying freightand having power regeneration capacity in which are depicted a number ofcomponents that may be included in various embodiments of such railroadvehicles.

Corresponding reference characters and designations generally indicatecorresponding parts throughout the drawings.

DETAILED DESCRIPTION OF THE INVENTION

The art of hybrid locomotive energy systems has advanced through theinventions described in previously filed applications in this chain ofpatent applications. These focused on locomotives and tender cars thatadvantageously include the capacity to generate electrical power from adynamic braking operating mode, to store such power, and to use suchpower at a later time during a motoring operating mode. Systems in suchpreviously filed applications generally referred to components of asingle hybrid energy railroad vehicle. The present application focuseson a class of multipurpose regenerative energy railway vehicles that isfor carrying freight as one of its primary functions, and that also,through the components described herein, has power generationcapability. Such railroad vehicles comprise a drive unit, such as atraction motor, operable in three movement-type operating modes:coasting; dynamic braking; and motoring. In some embodiments of suchrailroad vehicles, a power generation unit also is provided. Asdescribed herein, the use of this class of multipurpose regenerativeenergy railway vehicles provides substantial benefits for operation ofrailroad trains and for operation of individual railroad vehicles. Asused herein, the term “train” is taken to mean several connected railvehicles, which may include railroad vehicles of the present invention,that are capable of being moved together along a guideway, such as railtracks, to transport freight (and/or passengers) from a first point to asecond point along a planned route. Where there are a number of pointsfor coupling or uncoupling rail vehicles along a planned route, a singletrain may vary in its exact composition as some rail vehicles are addedto or taken away from the train at sequential points. While a traingenerally includes one or more locomotives to provide power forlocomotion along rail tracks, trains comprising embodiments of thepresent invention may power along a section of rail tracks without alocomotive.

The systems claimed for the present invention pertain to trains, and mayinclude groupings of load units in a yard, and rail between yards andother points of origination and destination for freight-carryingrailroad vehicles. More generally, in that the railroad vehiclesdisclosed and claimed herein carry freight, they are a subtype of thebroader class of vehicles known in the art as railroad cars (alsoreferred to in the art as rolling stock). Further for the purposes ofthe present disclosure, railroad cars for carrying freight also arereferred to as “load units.” This term includes the subtype disclosedand claimed herein, namely, a railroad vehicle carrying freight andhaving power generation capability.

Among those benefits for a train that includes such freightcarrying-type railroad vehicles, described in greater detail herein, arethe following: increased overall fuel efficiency; reduced totalemissions; self-powering of auxiliary systems (i.e., non-motoring) on aparticular railroad vehicle; additional adhesion capacity, by thecombined motoring or dynamic braking of a number of such vehicles;reduction of the needed number or total power of locomotives for aparticular train; improved train handling through lower drawbar forcesand improved propulsion and braking; and reduction of tunnel temperaturethrough use of motoring mode for such railroad vehicles in tunnels.Another advantage of use of such railroad vehicles in trains goingthrough tunnels relates to the reduction or elimination of derating (or,alternatively, the adverse effect of derating) that may otherwise occurwhen the front locomotives' traction motors operate at elevatedtemperature. For example, three front locomotives may be operating in atunnel at such temperature as to cause the traction motors to derate,i.e., to operate at a lower-than-initially-set power. When railroadvehicles of the present invention are positioned at more rearwardpositions in a train, these are not exposed to such elevated temperatureas intermediate cars take up such heat. Thus, these railroad vehicleswould 1) not be as subject to duration, and could assist in powering thetrain, and 2) by so assisting, these railroad vehicles would lower thepower requirements by the front locomotives and thus lessen the chanceof their duration under conditions of similar demand for speed. Amongthose benefits for operation of individual freight carrying-typerailroad vehicles, described in greater detail herein, are thefollowing: self-powering of auxiliary systems (i.e., non-motoring) on aparticular railroad vehicle, such as supplying power to a GPS system andfor transmitting the location information to a centralized or localrailroad information system, or supplying power to refrigerate orotherwise control the storage conditions of freight needing climatecontrol; self-powering of braking systems, such as to apply braking whenthe individual railroad vehicle is stationary; self-powering of motoringmode of the individual railroad vehicle during coupling to anduncoupling from a train (and including moving from one track to anothertrack, to switch from one train to another); and self-powering ofmotoring mode of the individual railroad vehicle at origination and atdestination sites.

FIG. 2 is a block diagram of one embodiment of a hybrid energylocomotive system 200. In this embodiment, the hybrid energy locomotivesystem preferably includes an energy tender vehicle 202 for capturingand regenerating at least a portion of the dynamic braking electricenergy generated when the locomotive traction motors operate in adynamic braking mode. The energy tender vehicle 202 is constructed andarranged to be coupled to the locomotive in a train configuration, andincludes an energy capture and storage system 204 (also referred to invarious embodiments as an electrical energy storage system, an energystorage medium or an energy storage). It should be understood that it iscommon to use two or more locomotives in a train configuration and thatFIG. 2 illustrates a single locomotive for convenience.

In one embodiment, the energy capture and storage system 204 selectivelyreceives electrical power generated during the dynamic braking mode ofoperation and stores it for later regeneration and use. In thealternative or in addition to receiving and storing dynamic brakingpower, energy capture and storage system 204 can also be constructed andarranged to receive and store power from other sources. For example,excess prime mover power from engine 102 can be transferred and stored.Similarly, when two or more locomotives are operating in a train, excesspower from one of the locomotives can be transferred and stored inenergy capture and storage system 204. Also, a separate power generator(e.g., diesel generator) can be used to supply a charging voltage (e.g.,a constant charging voltage) to energy capture and storage system 204.Still another source of charging is an optional off-train chargingsource 220. For example, energy capture and storage system 204 can becharged by external sources such as a battery charger in a train yard orat a wayside station. Additional examples of external energy system 220include a locomotive, a second hybrid energy railway vehicle, anelectric grid or distribution line, a third rail, or an electricaloverhead line.

The energy capture and storage system 204 preferably includes at leastone of the following storage subsystems for storing the electricalenergy generated during the dynamic braking mode: a battery subsystem, aflywheel subsystem, or an ultracapacitor subsystem. Other storagesubsystems are possible. These storage subsystems may be used separatelyor in combination. When used in combination, these storage subsystemscan provide synergistic benefits not realized with the use of a singleenergy storage subsystem. A flywheel subsystem, for example, typicallystores energy relatively fast but may be relatively limited in its totalenergy storage capacity. A battery subsystem, on the other hand, oftenstores energy relatively slowly but can be constructed to provide arelatively large total storage capacity. Hence, a flywheel subsystem maybe combined with a battery subsystem wherein the flywheel subsystemcaptures the dynamic braking energy that cannot be timely captured bythe battery subsystem. The energy thus stored in the flywheel subsystemmay be thereafter used to charge the battery. Accordingly, the overallcapture and storage capabilities are preferably extended beyond thelimits of either a flywheel subsystem or a battery subsystem operatingalone. Such synergies can be extended to combinations of other storagesubsystems, such as a battery and ultracapacitor in combination wherethe ultracapacitor supplies the peak demand needs.

It should be noted at this point that, when a flywheel subsystem isused, a plurality of flywheels is preferably arranged to limit oreliminate the gyroscopic effect each flywheel might otherwise have onthe locomotive and load vehicles. For example, the plurality offlywheels may be arranged on a six-axis basis to greatly reduce oreliminate gyroscopic effects. It should be understood, however, thatreference herein to a flywheel embraces a single flywheel or a pluralityof flywheels.

Referring still to FIG. 2, energy capture and storage system 204 notonly captures and stores electric energy generated in the dynamicbraking mode of the locomotive, it also supplies the stored energy toassist the locomotive effort (i.e., to supplement and/or replace primemover power). For example, energy tender vehicle 202 optionally includesa plurality of energy tender traction motors 208 mounted on the truckssupporting energy tender vehicle 202. The electrical power stored inenergy capture and storage system 204 may be selectively supplied (i.e.,via lines 210) to the energy tender traction motors 208. Thus, duringtimes of increased demand, energy tender traction motors 208 augment thetractive power provided by locomotive traction motors 108. As anotherexample, during times when it is not possible to store more energy fromdynamic braking (e.g., energy capture and storage system 204 is chargedto capacity), efficiency considerations may suggest that energy tendertraction motors 208 also augment locomotive traction motors 108.

It should be appreciated that when energy capture and storage system 204drives energy tender traction motors 208, additional circuitry willlikely be required. For example, if energy capture and storage system204 comprises a battery storing and providing a DC voltage, one or moreinverter drives may be used to convert the DC voltage to a form suitablefor use by the energy tender traction motors 208. Such drives arepreferably operationally similar to those associated with the mainlocomotive.

Rather than (or in addition to) using the electrical power stored inenergy capture and storage system 204 for powering separate energytender traction motors 208, such stored energy may also be used toaugment the electrical power supplied to locomotive traction motors 108(e.g., via line 212).

Other configurations are also possible. For example, the locomotiveitself may be constructed and arranged (e.g., either duringmanufacturing or as part of a retrofit program) to capture, store, andregenerate excess electrical energy, such as dynamic braking energy orexcess motor power. In another embodiment, a locomotive may be replacedwith an autonomous tender vehicle. In still another embodiment, similarto the embodiment illustrated in FIG. 2, the separate energy tendervehicle is used solely for energy capture, storage, and regeneration—thetender does not include the optional traction motors 208. In yet anotherembodiment, a separate tender vehicle is replaced with energy captureand storage subsystems located on some or all of the load units attachedto the locomotive. Such load units may optionally include separatetraction motors. In each of the foregoing embodiments, the energycapture and storage subsystem can include one or more of the subsystemselsewhere described herein. This includes, where appropriate, inclusionof such described subsystems for use on the multipurpose regenerativeenergy railway vehicles that are for carrying freight as one of theirprimary functions (i.e., ‘load units,’) that additionally compriseenergy capture and storage subsystems, and optionally also compriseseparate traction motors), such as are depicted in FIGS. 15-18 andfurther described herein. As noted above, a “load unit” is a type ofrailroad car that is for carrying freight.

When a separate energy tender vehicle (e.g., energy tender vehicle 202)is used, the tender vehicle 202 and the locomotive are preferablycoupled electrically (e.g., via line 212) such that dynamic brakingenergy from the locomotive traction motors and/or from optional energytender traction motors 208 is stored in energy storage means on boardthe tender. During motoring operations, the stored energy is selectivelyused to propel locomotive traction motors 108 and/or optional tractionmotors 208 of tender vehicle 202. Similarly, when the locomotive engineproduces more power than required for motoring, the excess prime moverpower can be stored in energy capture and storage 202 for later use.This is exemplary, and is not meant to be limiting of embodiments of thepresent invention, which may include, for example, providing electricalenergy to, and receiving electrical energy from, a source external tothe train.

If energy tender vehicle 202 is not electrically coupled to thelocomotive (other than for standard control signals), traction motors208 on the tender vehicle can also be used in an autonomous fashion toprovide dynamic braking energy to be stored in energy capture andstorage system 204 for later use. One advantage of such a configurationis that tender vehicle 202 can be coupled to a wide variety oflocomotives in almost any train. Examples of embodiments of anautonomous tender vehicle such as a multipurpose hybrid energy railwayvehicle are illustrated in FIGS. 13 and 14 and are described below.

It should be appreciated that when energy tender traction motors 208operate in a dynamic braking mode, various reasons may counsel againststoring the dynamic braking energy in energy capture and storage system204 (e.g., the storage may be full). Thus, it is preferable that dynamicbraking energy is selectively dissipated by grids (not shown) associatedwith energy tender vehicle 202, or transferred to locomotive grids 110(e.g., via line 212).

The embodiment of FIG. 2 will be further described in terms of onepossible operational example. It is to be understood that thisoperational example does not limit the invention. The locomotive system200 is configured in a consist including a locomotive (e.g., locomotive100 of FIG. 1), an energy tender vehicle 202, and at least one loadvehicle. The locomotive may be, for example, an AC diesel-electriclocomotive. Tractive power for the locomotive is supplied by a pluralityof locomotive traction motors 108. In one preferred embodiment, thelocomotive has six axles, each axle includes a separate locomotivetraction motor 108, and each traction motor 108 is an AC traction motor108. The locomotive includes a diesel engine 102 that drives anelectrical power system. More particularly, the diesel engine 102 drivesan alternator/rectifier 104 that comprises a source of prime moverelectrical power (sometimes referred to as traction power or primarypower). In this particular embodiment, the prime mover electrical poweris DC power that is converted to AC power for use by the traction motors108. More specifically, one or more inverters (e.g., inverter 106)receive the prime mover electrical power and selectively supply AC powerto the plurality of locomotive traction motors 108 to propel thelocomotive. Thus, locomotive traction motors 108 propel the locomotivein response to the prime mover electrical power.

Each of the plurality of locomotive traction motors 108 is preferablyoperable in at least two operating modes, a motoring mode and a dynamicbraking mode. In the motoring mode, the locomotive traction motors 108receive electrical power (e.g., prime mover electrical power viainverters) to propel the locomotive. As described elsewhere herein, whenoperating in the dynamic braking mode, the traction motors 108 generateelectricity. In the embodiment of FIG. 2, energy tender vehicle 202 isconstructed and arranged to selectively capture and store a portion ofthe electricity generated by the traction motors 108 during dynamicbraking operations. This is accomplished by energy capture and storagesystem 204. The captured and stored electricity is selectively used toprovide a secondary source of electric power. This secondary source ofelectric power may be used to selectively supplement or replace theprime mover electrical power (e.g., to help drive one or more locomotivetraction motors 108) and/or to drive one or more energy tender tractionmotors 208. In the latter case, energy tender traction motors 208 andlocomotive traction motors 108 cooperate to propel the consist.

Advantageously, energy capture and storage system 204 can store dynamicbraking energy without any electrical power transfer connection with theprimary locomotive. In other words, energy capture and storage system204 can be charged without a connection such as line 212. This isaccomplished by operating the locomotive engine 102 to provide motoringpower to locomotive traction motors 108 while operating tender vehicle202 in a dynamic braking mode. For example, the locomotive engine 102may be operated at a relatively high notch setting while tender vehicletraction motors 208 are configured for dynamic braking. Energy from thedynamic braking process can be used to charge energy capture and storagesystem 204. Thereafter, the stored energy can be used to power energytender traction motors 208 to provide additional motoring power to thetrain. As further discussed below, in other embodiments, a second engine302 may be one embodiment of a charging source that is located on asecond vehicle 301 (See FIG. 3 and discussion below) or on a hybridenergy railway vehicle 1302 as a hybrid energy railway vehicle chargingelectric energy source 1304. In such arrangements, energy capture andstorage system 204 can be charged by means of the second charging engine302 or hybrid energy railway vehicle charging source 1304. In yetanother embodiment, energy capture and storage system 204 may be chargedfrom an external electric energy system 220. One of the advantages ofsuch a configurations are that tender vehicle 202 can be placed anywayin the train. For example, in one wireless embodiment, tender vehicle202 provides its own local power (e.g., for controls or lighting) andcommunicates via a radio link with other vehicles in the train, asnecessary. An air brake connection would likely also be connected totender vehicle 202. Of course, minimal wiring such as standard lightingwiring and control wiring could be optionally routed to tender vehicle202, if so desired.

It is known in the art that diesel-electric locomotives are often loudand the vibrations associated with the engine make the environmentuncomfortable for train operators. Accordingly, in one embodiment,tender vehicle 202 is modified to include an operator compartment suchthat the train engineer can operate the train from the relative comfortof the tender, rather than from the locomotive. FIG. 2 reflects thisschematically at the aft end of tender 202 with reference character 230.Additionally, in the embodiment where the tender vehicle 202 operates inan autonomous mode, a train operator can operate the tender vehicle 202as an autonomous hybrid energy railway vehicle 1302 or switcher and cancontrol the operation of other railway vehicles.

FIG. 3 is a block diagram of another embodiment of a hybrid energylocomotive system 300. This embodiment includes a second engine vehicle301 for charging the energy tender vehicle 202. The second enginevehicle 301 comprises a diesel engine 302 that is preferably smallerthan the main locomotive engine 102, but which otherwise operatesaccording to similar principles. For example, second engine vehicle 301comprises an alternator/rectifier 304 (driven by the second engine 302),one or more inverters 306, and a plurality of braking grids 310. In oneembodiment, second engine 302 runs at a constant speed to provide aconstant charging source (e.g., 200-400 hp) for energy tender vehicle202. Thus, when a hybrid energy locomotive system is configured as shownin FIG. 3, energy capture and storage system 204 preferably receivescharging energy from one or both of the primary locomotive (e.g.,dynamic braking energy), and second engine vehicle 301 (e.g., directcharging) via line 312. It should be understood that, although secondengine vehicle 301 is shown as a separate vehicle, it could also beincluded, for example, as an integral part of energy tender vehicle 202or a load vehicle. As discussed above and further discussed below inregard to FIGS. 13 and 14, the hybrid energy tender vehicle may operatein an autonomous operating mode as a hybrid energy railway vehicle 1302where the hybrid energy railway vehicle 1302 is equipped with a chargingelectric energy source 1304 or a second engine 302 for charging energycapture and storage system 204. Also, dynamic braking generators (e.g.,via traction motors 308) could be optionally included with second engine301 thereby providing an additional source of power for storage inenergy capture and storage system 204.

Additionally, and relevant to the apparatus and system claims providedherein, a multipurpose regenerative energy railroad vehicle that is forcarrying freight as one of its primary functions may have suchsubsystems while comprising a substantial volume of its total spaceadapted and designed for carrying freight of one type or another. Forexample, the maximum possible volume for carrying freight on aflatbed-type rail car is the volume defined by the area of the flat bedtimes the maximum allowed height of freight on that flat bed. For atanker car, this maximum possible volume is the volume within the tank,and for an open-top wagon, such as for coal and other bulk materials,the maximum possible volume for carrying freight is the volume withinthe walls of the wagon. It is appreciated that the total space adaptedand designed for carrying freight of one type or another is independentof the volume or weight of the actual load in that volume at any onetime, as the actual load may occupy a much smaller volume than the totalvolume for freight.

FIG. 15 depicts one embodiment of a railroad vehicle 1500 comprising astructure 1510 for supporting freight to be carried on the vehicle,specifically within the confines of a defined containment area 1512supported by the structure 1510, a plurality of wheels 1520 rotatablyattached to the structure 1510 for engaging railroad rail (depicted as1590), a traction motor 1530 coupled to at least one of wheels 1520,designated in FIG. 15 as driving wheel 1520D, an electrical energystorage system 1550, a controller 1570, and a communication link 1580.The traction motor 1530 may operate in a motoring mode for transmittingmechanical energy to the driving wheel 1520D, a dynamic braking mode forbraking the driving wheel 1520D, and a coasting mode during whichneither motoring nor dynamic braking occur. The traction motor 1530 useselectrical energy when operating in the motoring mode and generatesdynamic braking electrical energy when operating in the dynamic brakingmode. In the embodiment depicted in FIG. 15, the electrical energystorage system 1550 is disposed within structure 1510 above drivingwheel 1520D, and is separated from defined containment area 1512 by abarrier wall 1514. The electrical energy storage system 1550 is inelectrical communication with the traction motor 1530, and is adapted tostore dynamic braking electrical energy when the traction motor 1530 isoperated in the dynamic braking mode and is adapted to dischargeelectrical energy to the traction motor 1530 when the traction motor isoperated in the motoring mode. The controller 1570 is in communicationwith the traction motor 1530 and with the electrical energy storagesystem 1550 and is responsive to a control command to selectivelyoperate the traction motor in the motoring mode, the coasting mode, andthe dynamic braking mode. Generally, a controller as used herein mayalso be referred to as a “control system” (other than an “externalcontrol system”) or as an “energy management system.” A control commandis obtained from the communication link 1580, and may be sent from anexternal control source (shown as 1595). Such external control source1595 may be selected from a centralized control source (not shown) and ahand-held control source (not shown, such as an “operator control unit”that is used to control locomotives), the latter being utilizable whenone or a small number of railroad vehicles 1500 are separated from atrain and are being moved, for instance, at a point of origination or ata destination, without the use of a locomotive. Whatever the type ofexternal control source, such external control source is adapted totransmit a signal indicative of the control command to the controller toselectively operate the traction motor 1530 in the motoring mode, thecoasting mode, and the dynamic braking mode. Also, it is appreciatedthat the signals indicative of the control command may provide forvarying levels of operation in the coasting mode, and in the dynamicbraking mode, so that a desired level of powering or braking,respectively, results. Further, it is appreciated that these modes aredistinct from the operating modes of an air brake system (i.e., anon-braking or a braking mode (at varying levels)). In variousembodiments, the external control source integrates and coordinates thecontrol commands to controller in the presently described railroadvehicles, and also to the air brake system.

FIG. 16 depicts a second, alternative arrangement of elements in anotherembodiment of a railroad vehicle. FIG. 16 depicts a railroad vehicle1600 comprising a structure 1610 for supporting freight to be carried onthe vehicle, specifically within the confines of a defined containmentarea 1612 supported by the structure 1610, a plurality of wheels 1620rotatably attached to the structure 1610 for engaging railroad rail(depicted as 1690), two traction motors 1630 respectively coupled todriving wheels 1620D, an electrical energy storage system 1650 disposedbetween driving wheels 1620D and beneath structure 1610, a controller1670, and a communication link 1680. The traction motor 1630 may operatein a motoring mode for transmitting mechanical energy to the drivingwheel 1620D, a dynamic braking mode for braking the driving wheel 1620D,and a coasting mode during which neither motoring nor dynamic brakingoccur. The traction motor 1630 uses electrical energy when operating inthe motoring mode and generates dynamic braking electrical energy whenoperating in the dynamic braking mode. In the embodiment depicted inFIG. 16, the electrical energy storage system 1650 is in electricalcommunication with the traction motor 1630. The electrical energystorage system 1650 is adapted to store dynamic braking electricalenergy when the traction motor 1630 is operated in the dynamic brakingmode and is adapted to discharge electrical energy to the traction motor1630 when the traction motor is operated in the motoring mode. Thecontroller 1670 is in communication with the traction motor 1630 andwith the electrical energy storage system 1650 and is responsive to acontrol command to selectively operate the traction motor in themotoring mode, the coasting mode, and the dynamic braking mode. Acontrol command is obtained from the communication link 1680, and may besent from an external control source (shown as 1695). Such externalcontrol source 1695 may be selected from a centralized control source(not shown) and a hand-held control source (not shown, such as an“operator control unit” that is used to control locomotives), the latterbeing utilizable when one or a small number of railroad vehicles 1600are separated from a train and are being moved, for instance, at a pointof origination or at a destination, without the use of a locomotive.Whatever the type of external control source, such external controlsource is adapted to transmit a signal indicative of the control commandto the controller to selectively operate the traction motor 1630 in themotoring mode, the coasting mode, and the dynamic braking mode.

It is appreciated that resistance grids are not a required component ofthe energy-regenerating railroad vehicles such as those depicted inFIGS. 15 and 16. Since the railroad vehicle embodiments in FIGS. 15 and16 as used in various systems embodiments are not primarily responsiblefor braking, the operating modes may be alternatively set so as tomaintain a desired level of energy stored in electrical energy storagesystem, and the respective traction motors on such vehicles may be setin the coasting mode rather than dynamic braking mode when the trainneeds to be slowed down. That is, in such situations the locomotives,and tender vehicles if such are part of the train, would be responsiblefor the braking rather than certain railroad vehicles that have a fullcharge in their respective electrical energy storage system and are notequipped with resistance grids. In other embodiments, resistive gridsmay be present in energy-regenerating railroad vehicles, and thesevehicles may assume a greater role in overall braking of a train.

It also is appreciated that in a train comprising, for example, 100railroad vehicles such as those depicted in FIGS. 15 and 16, andlocomotives (conventional and/or those described herein), the 100railroad vehicles most often will comprise electrical energy storagesystems that are in different states of charge. FIG. 17 schematicallydepicts two sections 1705 and 1706 of a train 1700, comprisinglocomotives 1710, a control source 1715 located in one of locomotives1710, railroad vehicles 1720A-K, and conventional load-carrying railcars 1730A-G. Along a given distance of travel, the respectiveelectrical energy storage system of railroad vehicles 1720A-F may be ator below about a 50 percent charge, while the respective electricalenergy storage system of railroad vehicles 1720G-K may be at or aboveabout a 90 percent charge. In such circumstance railroad vehicles1720A-F would be selected to operate in dynamic braking mode whenoverall slowing of the train 1700 is required along the given distanceof travel. This assumes that none of the railroad vehicles 1720G-K areequipped with resistive grids for dissipation of electrical energygenerated while in the dynamic braking mode.

Such a train 1700 is one embodiment of a self-powered railroad systemhaving power regeneration capacity in the form of at least one railroadvehicle as described herein, A self-powered railroad system mayadditionally comprise supplemental control sources, such as those thatmay be located at various locations for various purposes. It is furtherappreciated that along a relatively long distance of travel for a trainembodying such railroad system, considering the respective destinationsof the 100 railroad vehicles, the self-powering requirements at suchdestinations, and the slopes of travel and braking requirements, variousalgorithms are developed and are utilized to optimize the controlprograms of the control source that sends control commands to therespective 100 railroad vehicles. These control programs provide controlcommands to the railroad vehicles to reach desired objectives, such asoverall operational efficiency, charge of a respective railroadvehicle's electrical energy storage system upon delivery to itsdestination.

Table 1 provides an hypothetical example of operating modes ofrespective railroad vehicles that have regenerative braking andelectrical energy storage systems, such as those depicted in FIGS. 15and 16, as they would be found in one embodiment of a self-poweredrailroad system. The travel over a distance is divided into zones duringwhich the slopes of the rail tracks are either sufficient for dynamicbraking of at least a number of the railroad vehicles while maintaininga desired overall train velocity, or are of a slope along whichadditional propulsion may be provided by the railroad vehicles tosupplement the propulsive forces of the locomotive(s). The slopeindicated for each zone is an average, and it is assumed that there arevariations along the track, including curves and differences in slope,some of which necessitate changes in command signals and operating modesof one or more of the railroad vehicles identified in Table 1. TABLE 1Example of respective operating modes based on initial status,destination charge requirement, and slope of track. IdentificationCurrent Miles Minimum % Miles 0-20 Miles Miles Miles % charge number ofspecific Charge, % to charge required Slope = 0 21-50, 51-90, 91-100, at100^(th) railroad vehicles: of maximum destination at destinationdegrees Slope = +4° Slope = −2° Slope = 0° mile RV-001 10 50 80 chargecoast Drop N/A N/A to 80% off RV-002 10 100 50 coast coast charge coast52 RV-003 20 100 50 coast coast charge coast 53 RV-004 20 150 80 coastcharge charge coast 70 RV-005 30 100 20 coast coast charge motor 20RV-006 30 200 10 coast motor charge motor 5 RV-007 50 200 10 coast motorcharge motor 5 RV-008 50 500 40 coast motor charge motor 5 RV-009 50 50080 coast motor charge motor 5 RV-010 50 100 80 coast coast charge charge80 RV-011 80 100 80 coast coast charge motor 85 RV-012 80 100 80 coastcoast coast coast 80

Railroad Vehicle RV-001 is to be delivered at mile 50 of this section oftrack, so is charged along the flat 0-20 mile span by operating itsrespective traction motor in dynamic braking mode, and supplying theelectrical energy thereby generated to its electrical energy storagesystem. When the electrical energy storage system is at the required 80percent charge, this information is provided to the control source(external of RV-001) and a control command is sent to RV-001'scontroller that switches the operating mode from dynamic braking(indicated by “charge” in Table 1) to coasting mode. This coasting modecontinues until RV-001 is separated from the train at its destination.Having an 80% charge at that point provides sufficient power supply tooperate the traction motor in motoring mode to enable RV-001 to move toa desired docking location at the destination, and to move from thatdocking location back to the main rail line after its unloading and/orreloading operations are complete. Such movements may be effectuated byan origination/destination-type external control source at a point oforigination or at a destination, eliminating the need for a locomotivefor such movements.

The relative degree of dynamic braking for the various railroad vehiclesmay be adjusted for the train and also may take into account the variousrequirements of the particular railroad vehicles. For example, RV-002and RV-003 have 10% and 20% charges, respectively, at mile 0 of thisspan, and have a minimum requirement of 50% charge at their commondestination at 100 miles. Therefore RV-002 will received controlcommands that set somewhat greater dynamic braking than the dynamicbraking that will be occurring in RV-003, since the latter need not becharged as much as RV-002 by mile 100. This may be achieved by degree ofdynamic braking and/or duration of dynamic braking. In this regard, itis noted that in Table 1 “charge” for a particular span of miles istaken to mean that charging occurs during that span. However, once adesired charge level is attained, a control command may be provided tochange operating mode to coast during that span. Variations such asthose described above may result in periodic changes in operating mode,such as around a curve or down a short, steep slope. Also, the finalcharge levels of 52% and 53%, respectively for RV-002 and RV-003, areshown to indicate that a particular railroad vehicle may be chargedabove its required charge-at-destination such as when the overall trainrequires additional dynamic braking, or, alternatively, due to expectedor unforeseen variances in performance along the span.

It is further appreciated that along a span of track some railroadvehicles may be motoring, some may be coasting, and some may be in thedynamic braking mode. To demonstrate this, RV-004 is shown as charging(dynamic braking mode) along miles 21-50, during a relatively steepslope, whereas the other railroad vehicles are either in the motoring orthe coasting mode. Similarly, RV-010 is set to charge during the lastten mile span, even though this is not along a downward slope over whichdynamic braking may be more efficient. Accordingly, dynamic braking maybe applied as needed to attain a desired or required charge for aparticular railroad vehicle, even if this increases the load on thelocomotive(s) of the train and/or other railroad vehicles that areoperating in motoring mode.

Also, while not shown specifically in Table 1, the control commands tothe various railroad vehicles along a long train may take into accountthe fact that some railroad vehicles may be along an upward slope whileothers are on the other side of a peak in the rail tracks and are alonga downward slope. In such circumstance there may be a transitioning ofthe operating mode near or at the peak for respective railroad vehiclesas they are crossing the peak from one slope to the other. For example,when advancing up to a peak, railroad vehicles may be in a motoringmode, and at or near the peak may transition to a coasting mode. (Also,farther down the slope, they may be transitioned to a dynamic brakingmode.) There may be informational signals provided from sensors in theparticular railroad vehicles (such as grade detectors, or elevationdetectors), or the position may be determined by other means, such asGPS, and such grade or elevation or positional information, whenreceived by the control source, would elicit a control command thatwould result in the change of operating mode for that particularrailroad vehicle. Generally, this and other status data indicative of anoperation of the railroad vehicle may be communicated to an externalcontrol source by a communications link of one or more railroadvehicles.

In the example of Table 1, the control source for all the railroadvehicles of the train is located in the locomotive that is connected,directly or indirectly, to the railroad vehicles. However, this is notmeant to be limiting. In various embodiments of the present system, anexternal control source may be located in a railyard tower control,which may send control signals to any of the railroad vehicles asdescribed herein, or to locomotives, etc. An external control sourcealso may be in an off-board remote control device (i.e., external to therailroad vehicle and not located in the locomotive or elsewhere in atrain). Such device would be well-suited for use at points oforigination and destination for railroad vehicles as described herein,to send control signals to power such vehicles to or from a train toenable coupling and decoupling without the need of a locomotive. Also, acontrol source may comprise a wayside wireless communication transmitterlinked to a dispatch center. Systems of the present invention, asclaimed herein, may comprise any of the above types of control sources,in their respective locations. Control signals may be sent by anysuitable communications link, such as wire, wireless, or any other formof conveying control signals from a control source to a controlleddevice. Such off-board control devices are distinct from on-traincontrol systems, such as housed in a locomotive that controls railroadvehicles that are part of a train powered by that locomotive.

Thus, in addition to the exemplary embodiment of a self-powered railroadsystem disclosed above, a self-powered railroad system is appreciated toinclude one or more of the following combinations:

-   -   1. An hand-held off-board remote control device, comprising an        external control source, and at least one railroad vehicle that        is primarily load-carrying for carrying freight and that has        power regeneration capability, wherein the off-board remote        control device is adapted to control the at least one railroad        vehicle for coupling and uncoupling from a train, and for moving        along rails between the train and a destination (i.e., a loading        dock).    -   2. A stationary off-board remote control device, comprising an        external control source, and at least one railroad vehicle that        is primarily load-carrying for carrying freight and that has        power regeneration capability, wherein the off-board remote        control device is adapted to control the at least one railroad        vehicle for coupling and uncoupling from a train, and for moving        along rails between the train and a destination (i.e., a loading        dock). One example of a stationary off-board remote control        device is a centralized device in a dispatch center in a rail        yard.    -   3. Either #1 or #2, additionally comprising load cars that do        not have power regeneration capacity and that are coupled to and        transported under power from the noted at least one railroad        vehicle.        Embodiments of such self-powered railroad system are comprised        of one or more railroad vehicles as described herein.

Additionally, the algorithms and control programs may take intoconsideration the lowering of drawbar forces by distributing propulsionamong selected railroad vehicles to supplement the propulsive forcesfrom the locomotives. In conventional trains, a locomotive supplies thedrawbar force for all cars behind it. For a long train, this force maybe substantial, and consideration of the same may necessitatemodification of operations, such as slower acceleration anddeceleration. However, when a number of railroad vehicles of the presentinvention, such as those depicted in FIGS. 15 and 16, are distributedalong the train, and are in the motoring mode, the maximum drawbar forcefrom the locomotive is lowered. This may result in improved handling,greater efficiency, and less wear.

Further with regard to assisting with adhesion issues, such as oninclines when the tracks are wet, a train with a portion of thefreight-bearing cars as railroad vehicles of the present invention maygreatly alter the adhesion requirements to achieve a desired trainspeed. Currently when a train goes up a grade, the amount of tractiveeffort produced by the locomotive is limited by the weight of thelocomotive and the rail conditions. Since load-bearing railroad vehiclesof the present invention are also able to produce tractive effort, andtypically the combined total weight of such railroad vehicles is muchheavier than the locomotives, the adhesion issues are much improved withtheir use. This is true especially for driving over poor rail conditionslike snow, or oil contamination of the tracks. For example, a trainweighing 24,000,000 pounds requiring 390,000 pounds of tractive effortmay be pulled by three locomotives, each weighing 420,000 pounds. Insuch example each of the locomotives and the track need to have anadhesion coefficient of about 31 percent. However, if all wheels arepowered (i.e., if all cars are railroad vehicles with traction motorsfor all wheels), then the adhesion requirement drops to about twopercent Trains having a smaller percentage of total cars as railroadvehicles, and/or the railroad vehicles having less than all wheelspowered, would result in an intermediate value for adhesion coefficient.Also, generally, the amount of available adhesion increases as more andmore wheels traverse the rail. Therefore, rails over which such trainsroutinely travel have less need for adhesion-enhancing equipment likesanders.

Further, when a train is comprised of a sufficient number (orpercentage) of total load cars that are railroad vehicles that comprisea traction motor, an electrical energy storage system, a controller anda communication link, that train may operate as a train system of thepresent invention without the inclusion of a locomotive. Specificrailroad vehicles of such train system may selectively keep all electricenergy for internal usage, or may provide a portion of the electricenergy to other railroad vehicles through appropriate electricalconduits. Additionally, a number or portion of such railroad vehicles ofsuch non-locomotive train may additionally comprise a charging electricenergy source as described herein.

Thus, with regard to the use of railroad vehicles as disclosed herein,as they are employed in trains systems as described herein, suchrailroad vehicles may contribute to: improvement in overall fuelefficiency; reduction of emissions; a lower requirement for the totalnumber of locomotives in a particular train (with some train systemembodiments not requiring locomotives); lowering of adhesion needed topower the train over a particular incline during adverse conditions (andless need for sanders and rail cleaners that otherwise are used tomaintain a specified level of adhesion); reduction of drawbar force;less need for pusher vehicles; improved tunnel performance (due in partto lower emissions and heat generation while in a tunnel); improvedbraking performance; and less track wear.

With regard to other benefits more related to the performance ofindividual railroad vehicles as disclosed herein, such railroad vehiclesmay contribute to: less delay and effort in moving specific railroadvehicles between a train and a point of origin or destination (due toself-powering, independent movement capability); ability to apply andhold brakes at a standing point (i.e., at 0 m.p.h.); and supply ofelectrical power to auxiliary applications including security alarms,location systems (i.e. GPS); heating and refrigeration; door operation;safety alarms in a rail yard; safety alarms at a grade crossing; trainbreakage indicators; and small tools (such as may be used near therailroad vehicle, such as in a rail yard).

In some embodiments of the railroad vehicles, the electrical energygenerated by the traction motor of a particular railroad vehicle unitmay be sufficient to power braking systems for that railroad vehicle.That is, the power may be utilized to drive an electric brake line thatwould replace the air brake line typical of current train brake systems.This would require the provision of sufficient energy storage so as tohave sufficient power reserves during a range of normal operatingconditions. This may also involve a number or percentage of the railroadvehicles additionally comprising a charging electric energy source toprovide additional electric energy, as needed, to assure electricalenergy to power the braking systems for that railroad vehicle, andoptionally for other, adjacent railroad vehicles. An electric braketrain may use wires connected between the locomotives and theload-bearing railroad vehicles, or these connections could be made via awireless control and monitoring system. An electric brake train cantransmit the brake information faster than communications of a currentlyused airbrake system on a similarly sized train. Also, with suchelectric brake system the total amount of braking can be increased. Suchsystem also may be used to prevent wheel slide. Also, in somealternative embodiments, the power provided by the present railroadvehicle systems may be used to power onboard compressors for fastercharging of an airbrake system.

Embodiments of railroad vehicles comprising a primary space for carryingfreight may have components in addition to those described above for theembodiments of FIGS. 15 and 16. For example, FIG. 18 depicts a railroadvehicle 1802 that comprises a number of additional components, some orall of which may be provided in particular embodiments of the presentinvention.

Railroad vehicle 1802 depicted in FIG. 18 includes a charging electricenergy source 1804 that provides charging electric energy 1806 to energycapture and storage system 204. Such charging electric energy source1804 may be comprised of a diesel engine, a gasoline engine, a naturalgas engine, a fuel cell, a gas turbine, an electric generator, analternator and/or an inverter. Charging electric energy source 1804 mayprovide a steady charging source to energy capture and storage system204 independent of the charge level energy capture and storage system204 or may cycle on or off or at various operating levels based on thecharge level or charging requirements of the energy capture and storagesystem 204. In various embodiments, the charging electric energy source1804 may occupy a sufficiently small space to allow for substantialfreight storage capacity. When a train is comprised of a sufficientnumber (or percentage) of total load cars that are railroad vehiclesthat comprise a charging electric energy source, such as 1804, thattrain may operate as a train system of the present invention without theinclusion of a locomotive. This provides a distributed ‘onboard’ powergeneration without the need for a locomotive. Specific railroad vehiclesof such train system may selectively keep all electric energy forinternal usage, or may provide a portion of the electric energy to otherrailroad vehicles, or may communicate with an ‘offboard’ external energysystem such as an offboard electric grid (stationary and beside the railtracks), an electric third rail, an electrical overhead line, or astationary offboard external energy storage system (such as for chargingthe onboard energy capture and storage system.

In embodiments where the charging electric energy source 1804 operatesindependently of the charge level of the energy capture and storagesystem 204, all or a portion of the charging electric energy 1806 notrequired by energy capture and storage system 204 may be transferred toanother vehicle via the external energy transfer interface 1816including a locomotive or to another railroad vehicle 1802. Suchexternal energy transfer interface 1816 may be adapted to be detachablyconnected to any external energy system 220 including a locomotive, asecond railroad vehicle 1802, an electric grid, an electric third rail,an electrical overhead line, or an external energy storage system.

The hybrid energy railway vehicle 1802 may supply the stored electricenergy as stored in energy capture and storage system 204 to therailroad vehicle traction motors 208 via a line 1808 to the traction bus210. The railroad vehicle traction motors 208 operate in response to theprovided stored electric energy passed along line 1808 and then tractionbus 210 to propel the railroad vehicle 1802 on a plurality of railroadvehicle wheels 1809. In other embodiments, the hybrid energy railwayvehicle 1802 may also be equipped with a converter 1826 that iselectrically coupled to energy capture and storage system 204. Theconverter 1826 selectively transfers stored electric energy from energycapture and storage system 204 and supplies the transferred storedelectric energy to the traction motors 208.

As discussed above, the railroad vehicle traction motor 208 alsooperates in a dynamic braking mode of operation to generate dynamicbraking electric energy. The dynamic braking electric energy is providedto energy capture and storage system 204 where it is stored (shown asline 1808) as stored electric energy. Such stored dynamic brakingelectric energy may be provided to the railroad vehicle traction motor208 during the motoring mode of the traction motor 208.

Also, as discussed above, such as for the embodiments of FIGS. 15 and16, the railroad vehicle traction motor 208 may operate in a coastingmode. Also, in various embodiments, energy capture and storage system204 may be configured with a removable energy storage unit 1828. Suchstorage unit 1828 may be removed from hybrid energy railway vehicle 1802and replaced by a replacement storage unit 1828. In one embodiment,storage unit 1828 is configured to be electrically charged by anexternal charging system (not shown). In one embodiment and method ofoperation, the storage units 1828 are removed from the hybrid energyrailway vehicle 1802 when their charge is depleted. The storage unit1828 is transferred to a site remote from the hybrid energy railwayvehicle 1802. An external charging system recharges the energy storageunit 1828. One such external charging system could be another hybridenergy railway vehicle 1802 which had previously charged the energystorage unit 1828. After being externally charged, the storage unit 1828is re-installed on the hybrid energy railway vehicle 1802. The hybridenergy railway vehicle 1802, energy capture and storage system 204 andstorage unit 1828 are configured to provide for an efficient removal andre-installation of the storage unit 1828 from the hybrid energy railwayvehicle 1802.

The railroad vehicle 1802 may also be configured with a resistive grid310 that is electrically coupled by any electrical coupling includingthe traction system bus 210 as shown in FIG. 18 as electrical connectionline 1812. A circuit may be electrically connected between the resistivegrid 310 and the traction system bus 210 and may be controlled by acontroller 1818, the energy capture and storage system 204 or othermeans including an energy management system (not shown in FIG. 18). Invarious embodiments during certain time periods, the circuit 1814 mayselectively supply dynamic braking electric energy to the resistive grid310 where the resistive grid 310 dissipates the supplied dynamic brakingelectric energy. This may occur, for instance, when one or more railroadvehicles 1802 are included in a train that routinely travels over steepterrain in which braking capacity supplemental to those of thelocomotives (and hybrid tenders and railroad vehicles lacking resistivegrids) is desired. In another embodiment, the circuit 1814 mayselectively supply charging energy to the resistive grid. As discussedabove, the charging electric energy source 1804 may operate to providemore charging electric energy 1806 than required by energy capture andstorage system 204. In such a case, the charging electric energy source1804 may continue to operate with the circuit 1814 supplying any excesscharging electric energy to the resistive grid 310. In yet anotherembodiment, the electric energy capture and storage system 204 may beelectrically connected to the resistive grid 310. In such an embodiment,the circuit 1814 may selectively supply stored electric power to theresistive grid 310. The supplying of stored electric power to theresistive grid 310 may be desired when an anticipated requirement forstorage capacity for storing dynamic braking energy may exceed thecurrent charging capacity of the energy capture and storage system 204.

In another embodiment similar to that discussed above with regard toFIGS. 2 and 3, the railroad vehicle 1802 is electrically coupled to alocomotive 1810 via electrical coupling 212 or external energy transferinterface 1816. In such an embodiment, the locomotive 1810 has a primemover electrical generation system (such as shown in FIG. 2 as 102, 104,and 106) and a traction motor (not shown) having a dynamic braking modeof operation. The locomotive 1810 provides energy capture and storagesystem 204 of the railroad vehicle 1802 with locomotive prime moverelectrical energy and/or locomotive dynamic braking electric energy.Such provided locomotive prime mover or dynamic braking electric energyis stored by energy capture and storage system 204 and provided asstored electric energy. In the alternative, energy capture and storagesystem 204 of the railroad vehicle 1802 provides the stored electricenergy to the locomotive 1810 via the electrical coupling 212. In suchan arrangement, a traction motor of the locomotive 1810 is operable inresponse to the supplied stored electric energy to propel the locomotive1810. One or more railroad vehicles, such as those depicted in FIGS. 15,16 and 18, may be electrically coupled to a locomotive such aslocomotive 1810.

The railroad vehicle 1802 may also be configured with a controller 1818.The controller 1818 controls one of more operations of the railroadvehicle 1802 or components of the railroad vehicle 1802. Such controlledoperations may be distributed to the various components or operations ofthe railroad vehicle 1802 via control lines 1820. As shown in FIG. 18,controller 1818 may control the traction motor 208, energy capture andstorage system 204, the charging electric energy source 1804, theresistive grids 310, and the external energy transfer interface 1816.

In one embodiment, the controller 1818 comprises a computer readablemedium 1832 having computer executable instructions for controlling theoperation of the railroad vehicle 1802. As discussed in greater detailelsewhere herein, the computer executable instructions may define aplurality of railroad vehicle 1802 operating modes, so that thetechnical effect of the computer readable medium is the control ofoperating modes and therefore control of the operation of the railroadvehicle 1802 such as by defining a plurality of operating modes.Operating modes may be movement-type (e.g., motoring, coasting, dynamicbraking) or functional-type, discussed below. Each of the operatingmodes defines a profile or set of operational parameters. The controller1818 may be configured with one or more processors 1830 and the computerreadable medium 1832. The processor 1830 of the controller 1818 controlsan operation of the railroad vehicle 1802 and accordingly has thetechnical effect of controlling one or more operational characteristicsof the railroad vehicle 1802 consistent with or as a function of the setof operational parameters associated with a selected or definedoperating mode. The controller 1818 or components thereof may be locatedon the railroad vehicle 1802 or may in whole or part be located remotefrom the railroad vehicle 1802. For example, the computer readablemedium 1832 containing the computer executable instructions may belocated at a remote data center or railway operations center (see 1824).A processor 1830 located on the railroad vehicle 1802 queries the remotedata center and the computer executable instructions are communicated tothe processor 1830 from the remote computer readable medium 1832 asrequired to operate the railroad vehicle 1802 in a desired mode ofoperation.

Railroad vehicle 1802 may be operable in a plurality of functional-typeoperating modes. In one embodiment, each operating mode is customized tooptimize the operation of the railroad vehicle 1802 for a particulartype of functional operation. The modes of functional operation may bedefined and controlled by the controller 1818 as described above. Forexample, in one embodiment the railroad vehicle 1802 may have aplurality of discreet functional operating modes including a railwayswitcher mode, a railway roadmate mode, a railway pusher mode, or arailway energy tender mode.

Each functional-type operating mode, and each movement-type operatingmode, defines one or more operating profiles. Each operating profiledefines one or more operating characteristics, parameters orconfigurations of the railroad vehicle 1802. Operating parameters varyby operating profile or operating mode and include one or more of thefollowing: storing in the energy capture and storage system 204; energycapture and storage system 204 configuration; generating and capturingof dynamic braking energy; dissipating of dynamic braking energy,charging energy, or stored energy by the resistive grid 310; operatingthe charging electric energy source 1804; operating a generator togenerate charging electric energy in response to the operation of thecharging source 1804; transferring of stored, charging, or dynamicbraking electric energy to an external electric energy system 220;receiving external electric energy from an external electric energysystem 220 or another vehicle such as a locomotive 1810, anotherrailroad vehicle 1802 or an energy tender 202; supplying of storedenergy to another vehicle; operating the tender motor 208 in themotoring mode or dynamic braking mode; receiving a control command froman external control source 1824; and transmitting control commands toremote vehicles.

Further as to components that may be in communication with the externalcontrol source 1824, in some embodiments a communication link 1822 is incommunication with the contoller 1818. The communication link 1822 maybe any communication facility including a wired link to another railwayvehicle such as a locomotive, a wireless communication facility, or aremote control link. In accordance with the depiction in FIG. 18, thecommunication link 1822 receives a control command from the externalcontrol source 1824 and provides the received control command to thecontroller 1818. The controller 1818 operates in response to theexternal control command and controls an operation of the railroadvehicle 1802 responsive to the external control command. As one exampleof such an arrangement, a railway operator with a remote control deviceor remote railway control system operated by an operator located in aremote location may operate an external control device or system 1824.The external control source 1824 would provide external control commandsto the communication link 1822 and the connected controller 1818 tocontrol the movement of the hybrid energy railway vehicle 1802 in arailway yard or terminal.

As to the three fundamental movement-type operating mode of a railroadvehicle—coasting, dynamic braking, and motoring, each of these similarlydefines one or more operating profiles, which defines one or moreoperating characteristics, parameters or configurations of the railroadvehicle 1802, and of the railroad vehicles 1500 and 1600. Thus,generally, a coasting mode, in which neither power is provided to thedriven wheel(s) nor electrical energy is generated through dynamicbraking, may include one or more of the following operations: sending asignal to a traction motor, responsive to a control command, to operatein a coasting mode; and operating the traction motor in the coastingmode. More particularly, for an asynchronous (induction) type AC motor,a coasting mode may be initiated by sending a control signal to thecurrent-providing electric switches to stop firing. For DC tractionmotors, a coasting mode may be initiated by turning off the motor, suchas by opening contacts or by operating an electric switch.

A dynamic braking mode may include one or more of the following: sendinga signal to a traction motor, responsive to a control command, tooperate in a dynamic braking mode; operating the traction motor in thedynamic braking mode; transferring electrical energy to the energycapture and storage system; storing electrical energy in the energycapture and storage system; and monitoring and adjusting the level ofdynamic braking (which may include operating from control commands froman external control source or from a controller, such as a feedback-typecontrol system, on the particular railroad vehicle). A motoring mode mayinclude one or more of the following: sending a signal to a tractionmotor, responsive to a control command, to operate in a motoring mode;operating the traction motor in the motoring mode; transferringelectrical energy from the energy capture and storage system to thetraction motor; and monitoring and adjusting the level of motoring(which may include operating from control commands from an externalcontrol source or from a controller, such as a feedback-type controlsystem, on the particular railroad vehicle).

Also, generally as to terminology as used herein and as used in the art,some references consider that dynamic braking refers to having a circuitin which kinetic energy from a braking action by a traction motor isdissipated in a braking resistor. Such references distinguish this fromregenerative braking in which the traction motor acts as a generator anddevelops an induced voltage, which may then be sent to an electricalenergy storage system. It is noted that in the present disclosure theterm “dynamic braking” is meant to include not only braking in which thekinetic energy of traction motor braking is ultimately dissipated in abraking resistor, but also braking in which electricity is generated andstored in an electrical energy storage system. The usage of the term ismade clear by the context. One example of such references is PowerElectronics—circuits, devices and applications, 2^(nd) edition, 1993Muhammad H. Rashid, Prentice Hall, N.J., pages 493-501. This text isincorporated by reference herein specifically for its teachings of DCand AC drives, from pages 493-590.

As is known in the art, and as may be applied to various embodiments ofrailroad vehicles, such as railroad vehicles 1500, 1600 and 1802 (in allvariations of the latter), a traction motor may drive one wheel, or maydrive more than one wheel. Also, such railroad vehicles may have anumber of percentages and ranges defining a total possible freightvolume x, such as established by a defined containment area, in relationto a maximum possible volume y obtainable for freight if no componentsrelated to propulsion and energy storage were present. For example,consider a hypothetical railroad vehicle adapted to carry grain in adefined containment area, and comprising to the front of such area aspace z for an energy capture and storage system, a controller, and acommunication link. Assuming a traction motor by the wheels occupiesspace that would not otherwise be occupied by grain (i.e., if there wereno traction motor present, such as in a conventional rail car forgrain), then x=y−z. As a further specific example, if a particular railcar structure would otherwise provide for 20,000 cubic feet of grainstorage with no space allotted for an energy capture and storage system,a controller, and a communication link, and if such rail car structurewere adapted to provide for a lesser space, 18,000 cubic feet, for grainstorage in order to provide a 2,000 cubic feet space for suchcomponents, then the total possible freight volume x is 18,000 cubicfeet, the maximum volume y is 20,000 cubic feet, and the space z is2,000 cubic feet. In such specific example the total possible freightvolume x is 90 percent of the maximum possible volume y.

More generally, in view of this example and these definitions,embodiments of a railroad vehicle may have a total possible freightvolume that is at least 50 percent and up to about 99 percent of themaximum possible volume for a respective type of load car. That is, thespace for the energy capture and storage system, the controller and thecommunication link does not occupy more than 50 percent of the totalpossible freight volume. (This calculation does not include space, suchas between wheel sets on a box car, that may be used, for example, foran energy capture and storage system.) Such embodiments include certainembodiments that have a space, up to about 30 percent of the maximumpossible volume, occupied by an energy capture and storage system, acontroller, and a communication link. In other of such embodiments, arailroad vehicle may have a total possible freight volume that is atleast 70 percent of the maximum possible volume, and up to about 85percent of the maximum possible volume. A railroad vehicle comprising atotal possible freight volume that is at least 50 percent of the maximumpossible volume is considered to have a substantial volume of its totalspace for carrying freight of one type or another.

The railroad vehicles additionally may be comprised of arrangements andcombinations of components discussed below, such as are described formultipurpose hybrid energy railway vehicles that do not comprise asubstantial volume of its total space for carrying freight. Also, it isappreciated that the term “system” may variously be applied to acombination of components of a single vehicle, or to a different,broader system that may include multiple rail cars and one or morelocomotives.

FIG. 13 is an embodiment of a multipurpose hybrid energy railway vehicle1302 configured to operate in an autonomous operating mode, e.g.,autonomous from a locomotive. The embodiment of FIG. 13 includes acharging electric energy source 1304 that provides charging electricenergy 1306 to energy capture and storage system 204. Such chargingelectric energy source 1304 may be comprised of a diesel engine, agasoline engine, a natural gas engine, a fuel cell, a gas turbine, anelectric generator, an alternator and/or an inverter. Charging electricenergy source 1304 may provide a steady charging source to energycapture and storage system 204 independent of the charge level energycapture and storage system 204 or may cycle on or off or at variousoperating levels based on the charge level or charging requirements ofthe energy capture and storage system 204.

In the embodiment where the charging electric energy source 1304operates independent of the charge level of the energy capture andstorage system 204, all or a portion of the charging electric energy1306 not required by energy capture and storage system 204 may betransferred to another vehicle via the external energy transferinterface 1316 including a locomotive or to another hybrid energyrailway vehicle 1302. Such external energy transfer interface 1316 maybe adapted to be detachably connected to any external energy system 220including a locomotive, a second hybrid energy railway vehicle 1302, anelectric grid, an electric third rail, an electrical overhead line, oran external energy storage system.

The hybrid energy railway vehicle 1302 supplies the stored electricenergy 1308 as stored in energy capture and storage system 204 to thehybrid energy railway vehicle traction motors 208 via traction bus 210.The hybrid energy railway vehicle traction motors 208 operate inresponse to the provided stored electric energy (shown by line 1308) topropel the hybrid energy railway vehicle 1302 on the plurality of hybridenergy railway vehicle wheels (as shown).

As discussed above, the hybrid energy railway vehicle traction motor 208also operates in a dynamic braking mode of operation to generate dynamicbraking electric energy. The dynamic braking electric energy is provideto energy capture and storage system 204 where it is stored (shown asline 1308) as stored electric energy. Such stored dynamic brakingelectric energy is provided to the hybrid energy railway vehicletraction motor 208 as stored electric energy during the motoring mode ofthe traction motor 208.

The hybrid energy railway vehicle 1302 may also be configured with aresistive grid 310 that is electrically coupled by any electricalcoupling including the traction system bus 210 as shown in FIG. 13 aselectrical connection line 1312. A circuit may be electrically connectedbetween the resistive grid 310 and the traction system bus 210 and maybe controlled by a control system 1318, the energy capture and storagesystem 204 or other means including energy management system 502. Thecircuit 1314 selectively supplies dynamic braking electric energy to theresistive grid 310 where the resistive grid 310 dissipates the supplieddynamic braking electric energy. In another embodiment, the circuit 1314may selectively supply charging energy to the resistive grid. Asdiscussed above, the charging electric energy source 1304 may operate toprovide more charging electric energy 1306 than required by energycapture and storage system 204. In such a case, the charging electricenergy source 1304 may continue to operate with the circuit 1314supplying any excess charging electric energy to the resistive grid 310.In yet another embodiment, the electric energy capture and storagesystem 204 may be electrically connected to the resistive grid 310. Insuch an embodiment, the circuit 1314 may selectively supply storedelectric power to the resistive grid 310. The supplying of storedelectric power to the resistive grid 310 may be desired when ananticipated requirement for storage capacity for storing dynamic brakingenergy may exceed the current charging capacity of the energy captureand storage system 204.

In another embodiment similar to that discussed above with regard toFIGS. 2 and 3, the hybrid energy railway vehicle 1302 is electricallycoupled to a locomotive 1310 via electrical coupling 212 or externalenergy transfer interface 1316. In such an embodiment, the locomotive1310 has a prime mover electrical generation system (such as shown inFIG. 2 as 102, 104, and 106) and a traction motor (not shown) having adynamic braking mode of operation. The locomotive 1310 provides energycapture and storage system 204 of the hybrid energy railway vehicle 1302with locomotive prime mover electrical energy and/or locomotive dynamicbraking electric energy. Such provided locomotive prime mover or dynamicbraking electric energy is stored by energy capture and storage system204 and provided as stored electric energy. In the alternative, energycapture and storage system 204 of the hybrid energy railway vehicle 1302provides the stored electric energy to the locomotive 1310 via theelectrical coupling 212. In such an arrangement, a traction motor of thelocomotive 1310 is operable in response to the supplied stored electricenergy to propel the locomotive 1310.

The hybrid energy railway vehicle 1302 may also be configured with acontrol system 1318. The control system 1318 controls one of moreoperations of the hybrid energy railway vehicle 1302 or components ofthe hybrid energy railway vehicle 1302. Such controlled operations maybe distributed to the various components or operations of the hybridenergy railway vehicle 1302 via control lines 1320. As shown in FIG. 13,control system 1318 may control the traction motor 208, energy captureand storage system 204, the charging electric energy source 1304, theresistive grids 310, and the external energy transfer interface 1316.

In one embodiment, the control system 1318 comprises a computer readablemedium 1332 having computer executable instructions for controlling theoperation of the hybrid energy railway vehicle 1302. As discussed ingreater detail below, the computer executable instructions may define aplurality of hybrid energy railway vehicle 1302 operating modes. Each ofthe operating modes defines a profile or set of operational parameters.The control system 1318 may be configured with one or more processors1330 and the computer readable medium 1332. The processor 1330 of thecontrol system 1318 controls an operation of the hybrid energy railwayvehicle 1302 by controlling one or more operational characteristics ofthe hybrid energy railway vehicle 1302 consistent with or as a functionof the set of operational parameters associated with a selected ordefined operating mode. The control system 1318 or components thereofmay be located on the hybrid energy railway vehicle 1302 or may in wholeor part be located remote from the hybrid energy railway vehicle 1302.For example, the computer readable medium 1332 containing the computerexecutable instructions may be located at a remote data center orrailway operations center (see 1324). A processor 1330 located on thehybrid energy railway vehicle 1302 queries the remote data center andthe computer executable instructions are communicated to the processor1330 from the remote computer readable medium 1332 as required tooperate the hybrid energy railway vehicle 1302 in a desired mode ofoperation.

As discussed above, hybrid energy railway vehicle 1302 may be operablein a plurality of operating modes. In one embodiment, each operatingmode is customized to optimize the operation of the hybrid energyrailway vehicle 1302 for a particular type of operation. The modes ofoperation may be defined and controlled by the control system 1318 asdescribed above. For example, in one embodiment the hybrid energyrailway vehicle 1302 may have a plurality of discreet operating modesincluding a railway switcher mode, a railway roadmate mode, a railwaypusher mode, or a railway energy tender mode.

Each mode of operation defines one or more operating profiles. Eachoperating profile defines one or more operating characteristics,parameters or configurations of the hybrid energy railway vehicle 1302.Operating parameters vary by operating profile or operating mode andinclude one or more of the following: storing in the energy capture andstorage system 204; energy capture and storage system 204 configuration;generating and capturing of dynamic braking energy; dissipating ofdynamic braking energy, charging energy, or stored energy by theresistive grid 310; operating the charging electric energy source 1304;operating a generator to generate charging electric energy in responseto the operation of the charging source 1304; transferring of stored,charging, or dynamic braking electric energy to an external electricenergy system 220; receiving external electric energy from an externalelectric energy system 220 or another vehicle such as a locomotive 1310,another hybrid energy railway vehicle 1302 or an energy tender 202;supplying of stored energy to another vehicle; operating the tendermotor 208 in the motoring mode or dynamic braking mode; receiving acontrol command from an external control system 1324; and transmittingcontrol commands to remote vehicles.

A hybrid energy railway vehicle 1302 operating in a switcher mode isused in a railway operation for moving railway vehicles such as rollingstock or idle locomotives around a railway yard or terminal in order toconfigure a train comprised of one or more locomotives and one or morerolling stock railway vehicles. A switcher is often used for moving andcollecting railway vehicles over a relatively short distance and is notrequired for long-haul trips.

When operating in the switcher mode, the hybrid energy railway vehicle1302 is required to stand idle for long periods of time or long periodsof idling while rolling stock and locomotives are coupled to otherrailway vehicles. In such as mode, the hybrid energy railway vehicle1302 is required to provide immediate high tractive power and tomaintain full power during its short interval of operation. Such aconfiguration requires that the switcher mode operate the hybrid energyrailway vehicle 1302 by providing stored electric energy at a relativelylow energy, but a high power level. During idle periods, the switchermode operates at a low operating power level but a high energy storagelevel to sustain the low power demand and the low power charging levels.When operating in the switcher mode, the hybrid energy railway vehicle1302 charges the energy capture and storage system 204 from an onboardcharging energy source 1304 or from an external energy system 220.Excess charging energy may be dissipated in the resistive grid 310 ormay be discharged to an external energy system 220. The resistive grid310, however, are not be configured to dissipate high energy levelswhich are often associated with a locomotive resistive grid as onlysmall amounts of dynamic braking energy will be required to bedissipated by the resistive grid 310.

In one embodiment of the operating the hybrid energy railway vehicle1302 in the switcher mode, the switch mode defines a particular set ofthe operational parameters as described above. As an example, the energycapture and storage system 204 may be configured to provide the highpower electrical energy level to the traction motor 208 for shortperiods of time to motor the hybrid energy railway vehicle 1302 aroundthe rail yard. The energy capture and storage system 204 is configuredto receive charging electrical energy at a low level and steady basisfrom the energy charging source 1304. Additionally, the energy captureand storage system 204 may be configured to receive charging electricalenergy from an external energy system 220. In contrast to otheroperating modes, the switcher mode is not configured to receive orsupply high energy levels to an external electrical energy system 220.Additionally, as the switcher mode is used around the railway yard, thesystem is not configured to receive a high levels of dynamic brakingenergy from the traction motor 208.

A hybrid energy railway vehicle 1302 operating in a pusher mode providesadditional tractive effort and power to the consist in a train. Thepusher mode may be used to assist a consist propelling a train travelinguphill where the additional tractive effort is only required for a smallsegment of the total track traversed by the train. The pusher mode mayalso operate as a braker, whereby the pusher assists a train travelingdownhill by providing additional braking effort. A hybrid energy railwayvehicle 1302 operating in the pusher mode typically involves attachingthe hybrid energy railway vehicle 1302 to the train at the bottom of ahill. The pusher provides tractive effort during the climb up the hilldischarging the stored electric energy from the energy capture andstorage system 204 to propel the traction motor 208. At the top of thehill, the pusher is disconnected from the train that continues motoringon the track. The pusher mode hybrid energy railway vehicle 1302 isattached to a different train traveling in the opposite direction toprovide additional dynamic braking going down the hill. During thedynamic braking, dynamic braking energy is generated by the tractionmotor 208 and is stored in the energy capture and storage system 204.The dynamic braking energy replenishes some of all of the stored energyutilized during the earlier climb up the hill. This cycle of dischargingand charging the energy capture and storage system 204 is repeated ineach operation of the hybrid energy railway vehicle 1302 operating inthe pusher mode of operation.

In one embodiment of operating the hybrid energy railway vehicle 1302 inthe pusher mode, the energy capture and storage system 204 is configuredto deliver high energy levels to the traction motor 208 over an extendedperiod of time traveling up the hill. The energy capture and storagesystem 204 is also configured to store high levels of dynamic brakingenergy generated by the traction motor 208 during extended periods ofdynamic braking during decent down the hill. Furthermore, resistivegrids and the cooling system (not shown) for the resistive grids isconfigured to dissipate excess dynamic braking energy not required forstorage by the energy capture and storage system 204. In the pusheroperating mode, the energy capture and storage system 204 is configuredto cycle continuous between delivering high amounts of stored energy tothe traction motor 208 and receiving high amounts of dynamic brakingenergy from the traction motor 208 or from another vehicle such as anelectrically coupled locomotive. Additionally, resistive grid 310dissipates high levels of dynamic braking energy. In this mode ofoperation, charging the energy capture and storage system 204 from aelectrical energy source 1304 or from an external electric energy system220 may be provided but may not be necessary.

A hybrid energy railway vehicle 1302 operating in a energy tender modeoperates as an electric energy storage vehicle and does not provideadditional tractive effort or dynamic braking effort to a consist ortrain. In such a configuration, the hybrid energy railway vehicle 1302is mechanically and electrically coupled to a locomotive 1310 or toanother hybrid energy railway vehicle 1302 that supplies externalelectric energy to the energy tender. The hybrid energy railway vehicle1302 receives and stores the external electric energy provided by thelocomotive 1310. The locomotive 1310 provides external electric energygenerated by its prime mover power source, typically a diesel engine andgenerator, or dynamic braking energy generated by a traction motor ofthe other vehicle during dynamic braking.

When the hybrid energy railway vehicle 1302 is operating in the energytender mode, the electrical energy configuration of the hybrid energyrailway vehicle 1302 is a function of the electric energy and operatingcharacteristics of the supplying vehicle, the locomotive 1310 or anotherhybrid energy railway vehicle 1302. For example, in one embodiment of alocomotive 1310, the locomotive prime mover produces 4,400 HP ofelectric energy and the locomotive traction system is capable ofutilizing up to 6,000 HP of electric energy. As such, 1,600 HP ofelectric energy may be provided from stored electric energy of thehybrid energy railway vehicle 1302 to the locomotive traction system toprovide supplemental electrical energy to derive additional locomotivetractive effort. The high horsepower requirement of the locomotivetraction system and therefore the high level of supplied stored electricenergy may be required for only a few minutes or may be required for afew hours. However, for the majority of operating time of the locomotive1310 and the hybrid energy railway vehicle 1302 operating in the energytender mode, the power production and usage levels are considerably lessthese high levels. As such, the energy tender mode configures the hybridenergy railway vehicle 1302 to provide high levels of electric energy tothe locomotive for short periods of time.

During dynamic braking, the traction motors of a locomotive can produce5,200 to 7,800 HP of electric energy during dynamic braking. Some or allof the locomotive dynamic braking electric energy may be provided to theenergy capture and storage system 204 of the hybrid energy railwayvehicle 1302 for storage. As the production of dynamic braking energy atthese levels may also only be available for short periods of time, theenergy capture and storage system 204 and the hybrid energy railwayvehicle 1302 is configured to receive and store these high levels ofelectric energy and provide high power output at the same time.

In one embodiment of the energy tender mode, the energy capture andstorage system 204 is configured to receive large amounts of electricalenergy from an electrically connected locomotive 1310 during periods oflocomotive dynamic braking. The energy capture and storage system 204 isconfigured to provide an optimal level of stored electric energy tosupplement the primary electric energy driving the traction motor of thelocomotive 1310. In the energy tender mode, the hybrid energy railwayvehicle 1302 is not configured to generate its own charging electricenergy or its own dynamic braking electrical energy. Additionally, allstored electric energy would be provided to the locomotive 1310 and noneof the stored electric energy is supplied to the traction motor 208 ofthe hybrid energy railway vehicle 1302. As an option, a portion of theelectrical energy received by the hybrid energy railway vehicle 1302from the locomotive 1310 is dissipated by the resistive grid 310 of thehybrid energy railway vehicle 1302 thereby supplementing the dissipatingcapacity of the resistive grid of the locomotive 1310. This providesincreased braking capacity to the locomotive 1310.

A hybrid energy railway vehicle 1302 operating in a roadmate modeoperates in an autonomous manner from other railway vehicles andlocomotive 1310 to provide additional tractive effort and dynamicbraking to control the movement of the train. The hybrid energy railwayvehicle 1302 operating in the roadmate mode is mated with or controlledby a “lead” locomotive 1310 in a consist configuration and mayoptionally be electrically coupled to a locomotive 1310.

In the roadmate mode, the hybrid energy railway vehicle 1302 works inconjunction with a locomotive 1310 to provide a high power demand oftenfor a sustained period of operation. In this configuration, the hybridenergy railway vehicle 1302 generates and stores charging electric powerfrom the charging source 1304 and stores dynamic braking electric energyduring dynamic braking of traction motors 208 of the hybrid energyrailway vehicle 1302. As an option, external electric energy from anelectrically coupled locomotive 1310 generated by the locomotive primemover energy power source or from the locomotive traction motors duringdynamic braking may be provided to the hybrid energy railway vehicle1302 operating in the roadmate mode. As such, in the roadmateconfiguration, the energy capture and storage system 204 of the hybridenergy railway vehicle 1302 could be 10,000 HP or higher since thetypical locomotive alone produces 5,200 to 7,800 HP during dynamicbraking. The hybrid energy railway vehicle 1302 operating in theroadmate mode is required to provide high horsepower production orstorage of electric energy that may last for several minutes or as longas a few hours.

In one embodiment of the hybrid energy railway vehicle 1302 operating inthe roadmate mode, the energy storage and capture system 204 may beconfigured to supply stored energy to operate the traction motor 208 athigh energy levels for short periods of time and to operate the tractionmotor 208 at a lower sustained energy level for long periods. In such anembodiment, the energy capture and storage system 204 would receive acontinuous low level of charging electric energy from the electricenergy source 1304 and higher levels of dynamic braking energy from thetraction motor 208. In contrast to the hybrid energy railway vehicle1302 operating in a pusher mode as addressed above, the roadmate modedoes not require an energy capture and storage system 204 configurationthat is regularly cycled between receiving high levels of electricenergy and supplying high levels of stored energy since in the roadmatemode anticipates regular long periods of supplying low energy levels dueto extended periods of speed maintaining and idling.

Other modes of operation, operating mode profiles and operationalparameters are anticipated by this invention.

In operation, a multipurpose hybrid energy railway vehicle 1302 may beconfigured with the control system 1318 with computer readable medium1332 containing the computer executable instructions. The computerexecutable instructions define a plurality of operating modes, eachoperating mode defining one or more operating characteristics asdescribed above. In practice, the operating characteristics for eachoperating mode is defined based on defined operating criteria and/or asa function of an optimization characteristic. An operator, the controlsystem, or a remote control command specifies or selects a particularone of the plurality of operating modes. The control system 1318executes the instructions for the particular operating mode and therebyconfigures the hybrid energy railway vehicle 1302. A particularoperating mode is chosen or selected each time the configuration oroperation of the hybrid energy railway vehicle 1302 needs to be changedto meet the requirements and/or to optimize the operation for theintended use of the vehicle. By providing for the optimization of aplurality of operating modes of a single hybrid energy railway vehicle1302, railroad operators can decrease costs by reducing capitalinvestment in multiple vehicles, each of which in the prior art aredesigned for only a single use. Additionally, the utilization of themultipurpose vehicle will be substantially greater than a prior artsingle use vehicle since the multipurpose vehicle will have fewer longperiods of non-operation.

The hybrid energy railway vehicle 1302 may be equipped with an operatorcompartment for use by an operator of the hybrid energy railway vehicle1302. In such as case, the control system 1318 is operable from withinthe operator compartment such that an operator of the hybrid energyrailway vehicle 1302 located in the operator compartment controls anoperation of the hybrid energy railway vehicle 1302. For example, whenthe hybrid energy railway vehicle 1302 operates in a railway operationas a switcher, the control system 1318 is used to control the movementof the hybrid energy railway vehicle 1302 to move one or more railwaycars in and around a railway yard or terminal.

The hybrid energy railway vehicle 1302 may also be configured with acommunication link 1322 that is in communication with the control system1318. The communication link 1322 may be any communication facilityincluding a wired link to another railway vehicle such as a locomotive,a wireless communication facility, or a remote control link. Thecommunication link 1322 receives an external control command from anexternal control system 1324 and provides the received external controlcommand to the control system 1318. The control system 1318 operates inresponse to the external control command and controls an operation ofthe hybrid energy railway vehicle 1302 responsive to the externalcontrol command. As one example of such an arrangement, a railwayoperator with a remote control device or remote railway control systemoperated by an operator located in a remote location may operate anexternal control device or system 1324. The external control system 1324would provide external control commands to the communication link 1322and the connected control system 1318 to control the movement of thehybrid energy railway vehicle 1302 in a railway yard or terminal.

In another aspect, the control system 1318 of the hybrid energy railwayvehicle 1302 may be configured to control one or more operations of oneor move other railway vehicles. For instance, an operator riding in anoperator compartment 230 of the hybrid energy railway vehicle 1302 maycontrol an operation of one or two locomotives or another hybrid energyrailway vehicle 1302 which is coupled to the hybrid energy railwayvehicle 1302 such as in a consist configuration. In such case, thecontrol system 1318 originates one or more control commands or signalsthat would be communicated over communication link 1322 to the otherrailway vehicle. By utilizing either a wired trainline communicationfacility or a wireless or radio communication facility, the controlsystem 1318 of the hybrid energy railway vehicle 1302 can control alocomotive or another hybrid energy railway vehicle 1302 that isoperating in consist or train configuration in conjunction with thehybrid energy railway vehicle 1302.

As noted above and as depicted in FIG. 13, an external energy transferinterface 1316 may be electrically connected to the energy capture andstorage system 204. An external electrical energy system 220 providesexternal electrical energy to the external energy transfer interface1316, which is stored in the energy capture and storage system 204. Suchreceived external electric energy may also be used to power the hybridenergy railway vehicle traction motors 208. Alternatively, storedelectric energy may be provided by the energy capture and storage system204 via the external energy transfer interface 1316 to provide thestored electric energy to the external electrical energy system 220. Theexternal electrical energy system 220 may be any electrical systemexternal to the hybrid energy railway vehicle 1302 including an electricgrid, electric distribution lines, an electrified third rail, anelectrical overhead line, or another vehicle configured to receivestored electric energy. Alternatively, the external energy transferinterface 1316 may be electrically coupled to the traction motor 208 orto traction bus 210 such that dynamic braking energy generated by thehybrid energy railway vehicle traction motor 208 is transferred to anexternal electric energy system 220. In another embodiment, as discussedabove, the external energy transfer interface 1316 provides some or allof the charging electric energy 1306 to the external electric energysystem 220.

The hybrid energy railway vehicle 1302 may also be equipped with aconverter 1326 that is electrically coupled to energy capture andstorage system 204. The converter 1326 selectively transfers storedelectric energy from energy capture and storage system 204 and suppliesthe transferred stored electric energy to the traction motors 208.

Energy capture and storage system 204 may be configured with a removableenergy storage unit 1328. Such storage unit 1328 may be removed fromhybrid energy railway vehicle 1302 and replaced by a replacement storageunit 1328. In one embodiment, storage unit 1328 is configured to beelectrically charged by an external charging system (not shown). In oneembodiment and method of operation, the storage units 1328 are removedfrom the hybrid energy railway vehicle 1302 when their charge isdepleted. The storage unit 1328 is transferred to a site remote from thehybrid energy railway vehicle 1302. An external charging systemrecharges the energy storage unit 1328. One such external chargingsystem could be another hybrid energy railway vehicle 1302 which hadpreviously charged the energy storage unit 1328. After being externallycharged, the storage unit 1328 is re-installed on the hybrid energyrailway vehicle 1302. The hybrid energy railway vehicle 1302, energycapture and storage system 204 and storage unit 1328 are configured toprovide for an efficient removal and re-installation of the storage unit1328 from the hybrid energy railway vehicle 1302.

In another embodiment and method of operation, hybrid energy railwayvehicle 1302 is equipped with storage units 1328 which have beendepleted, e.g., no stored energy. The hybrid energy railway vehicle 1302operates in an operating mode, such as an energy tender mode, wherebythe hybrid energy railway vehicle 1302 generates dynamic braking energyfrom hybrid energy railway vehicle traction motor 208 and stores thedynamic braking energy in the energy capture and storage system 204.After charging the energy storage unit 1328, the energy storage unit1328 is removed from the hybrid energy railway vehicle 1302. The removedenergy storage unit 1328 is installed on another hybrid energy railwayvehicle 1302, a hybrid electric locomotive (not shown), or is dischargedinto an external energy storage system or external energy electricsystem 220.

In another embodiment of the invention, a hybrid energy railway vehicle1302 is configured with a charging electric energy source 1304, anenergy capture and storage system 204, a converter 1326, a tractionsystem 208, a resistive grid 310, and a resistive grid circuit 1314. Theenergy capture and storage system 204 receives charging electric energyfrom the charging electric energy source 1304. The converter 1326 iselectrically coupled to the energy capture and storage system 204 suchthat the energy capture and storage system 204 selectively transfersstored electric energy to converter 1326. The converter 1326 providesenergy tender drive energy to the traction motor 208 to propel thehybrid energy railway vehicle 1302. The resistive grid circuit 1314selectively supplies charging electric energy to the resistive grid 310where it is dissipated as heat. For example, the charging electricenergy source 1304 may be configured to operate on a continuous basisindependent of the required level of charging energy required by theenergy capture and storage system 204. In operation, the circuit 1314may operate to selectively supply charging energy to the resistive grid310 in response to an operating parameter, a result of a command fromthe control system 1330, input from the energy capture and storagesystem 204, or a control signal from the control system 1318. As such,the charging electric energy source 1304 continues to operate eventhough the energy capture and storage system 204 does not have animmediate need for the charging energy, as the excess charging energy isdissipated.

FIG. 14 is another embodiment of a multipurpose hybrid energy railwayvehicle 1402 configured to operate in an autonomous mode. The embodimentof FIG. 14 is configured to store dynamic braking energy generated bythe hybrid energy railway vehicle traction motor 208 and does notinclude a hybrid energy railway vehicle charging electric energy source1304. In this embodiment, traction motor 208 provides dynamic brakingelectric energy during a dynamic braking mode of operation (shown asline 1408) to a converter 1406. The converter 1406 provides to theenergy capture and storage system 204, dynamic braking electric energyto be stored (via line 1404). Energy capture and storage system 204receives the dynamic braking energy and selectively stores the dynamicbraking energy. Energy capture and storage system 204 provides storedelectric energy via line 1404 to the converter 1406 as required by theconverter 1406 to provide energy tender drive power to the tractionmotor 208. The converter 1406 provides stored electric energy (via line1408) to the traction system bus 210 and thereby to the traction motor208 to propel the hybrid energy railway vehicle 1402.

In one embodiment as shown in FIG. 14, the converter 1406 provides someor all of the stored energy received by the converter from the energycapture and storage system 204 and/or the dynamic braking energyreceived from the traction motor 208 to the resistive grid 310. Theelectrical energy supplied to the resistive grid 310 is dissipated asheat energy. As indicated, line 1410 electrically connects the converter1406 to the electric circuit 1312 that is connected either directly tothe resistive grid 310 or to resistive grid circuit 1314. In analternative embodiment, energy to be dissipated by the resistive grid310 is supplied to the traction bus via line 1408 and is provided to theresistive grid 310 via line 1312 or via resistive grid circuit 1314.

In operation, a hybrid energy railway vehicle 1302 consistent with themany aspects of the invention may be operated by a number of methods.One embodiment of a method of operating a hybrid energy railway vehiclesystem includes supplying charging electrical energy with an electricalenergy source 1304. A traction motor 208 operates in a dynamic brakingmode to generate dynamic braking electrical energy. The chargingelectrical energy and dynamic braking electrical energy is stored in anenergy capture and storage system 204 to produce stored electricalenergy. Stored electrical energy is supplied to the traction motor 208that operates in a motoring mode in response to the supplied storedelectrical energy for driving on or more wheels of the hybrid energyrailway vehicle 1302.

In another embodiment of the method, the method includes operating atraction motor 208 in a dynamic braking mode to generate dynamic brakingelectrical energy. The generated dynamic braking electrical energy isstored in an energy capture and storage system 204 to produce storedelectrical energy. Stored electrical energy is supplied to the tractionmotor that operates in a motoring mode in response to the suppliedstored electrical energy for driving one or more wheels of the hybridenergy railway vehicle 1302.

In yet another embodiment of a method of operating a hybrid energyrailway vehicle system 1302, the method includes receiving externalelectrical energy from an external electrical energy system 220. Thereceived external electrical energy is stored in an energy capture andstorage system 204 to produce stored electrical energy. Storedelectrical energy is supplied to a traction motor 208 that operates in amotoring mode in response to the supplied stored electrical energy fordriving on or more wheels of the hybrid energy railway vehicle 1302.

In another embodiment, a method of operating a hybrid energy railwayvehicle system 1302 includes operating a traction motor 208 in a dynamicbraking mode to generate dynamic braking electrical energy. The dynamicbraking electrical energy is stored in an energy capture and storagesystem 204 to produce stored electrical energy. Stored electrical energyis supplied to an external electrical energy system 220.

In still another embodiment, a method of operating a hybrid energyrailway vehicle system 1302 includes defining a plurality of operatingmodes, each of the plurality of operating modes defining a set ofoperational parameters. A value for each of the operational parametersin the set of operational parameters is specified as a function of anoptimization characteristic. An operation of the hybrid energy railwayvehicle 1302 is controlled as a function of a particular set ofoperational parameters defined by a particular operating mode responsiveto a desired use of the hybrid energy railway vehicle 1302.

As optional variations on the above methods, charging electrical energyor dynamic braking electrical energy may be supplied to a resistive grid310. Such an embodiment may be desirable when excess dynamic brakingenergy is generated or where it is desirable to discharge the energycapture and storage system 204 prior to a new use or in anticipation ofa future need to store dynamic braking energy that may be in excess ofthat capable of being dissipated by the resistive grid 310 duringdynamic braking. In another optional embodiment, stored electricalenergy may be provided to an external electrical energy system 220 orexternal electrical energy may be provided by the external electricalenergy system 220 that is then stored in the energy capture and storagesystem 204. As one example, where the external electrical energy system220 is a locomotive 1310, the supplied stored electrical energy could beutilizes by the locomotive 1310 to drive a traction motor of thelocomotive 1310.

Referring now to FIG. 4, FIG. 4 is a system-level block diagram thatillustrates aspects of one preferred energy storage and generationsystem. In particular, FIG. 4 illustrates an energy storage andgeneration system 400 suitable for use with a hybrid energy locomotivesystem, such as hybrid energy locomotive system 200 or system 300 (FIGS.2 and 3). Such an energy storage and generation system 400 could beimplemented, for example, as part of a separate energy tender vehicle(e.g., FIGS. 2 and 3) and/or incorporated into a locomotive.

As illustrated in FIG. 4, a diesel engine 102 drives a prime mover powersource 104 (e.g., an alternator/rectifier converter). The prime moverpower source 104 preferably supplies DC power to an inverter 106 thatprovides three-phase AC power to a locomotive traction motor 108. Itshould be understood, however, that the system 400 illustrated in FIG. 4can be modified to operate with DC traction motors as well. Preferably,there is a plurality of traction motors (e.g., one per axle), and eachaxle is coupled to a plurality of locomotive wheels. In other words,each locomotive traction motor preferably includes a rotatable shaftcoupled to the associated axle for providing tractive power to thewheels. Thus, each locomotive traction motor 108 provides the necessarymotoring force to an associated plurality of locomotive wheels 109 tocause the locomotive to move.

When traction motors 108 are operated in a dynamic braking mode, atleast a portion of the generated electrical power is routed to an energystorage medium such as energy capture and storage system 204. To theextent that energy capture and storage system 204 is unable to receiveand/or store all of the dynamic braking energy, the excess energy ispreferably routed to braking grids 110 for dissipation as heat energy.Also, during periods when engine 102 is being operated such that itprovides more energy than needed to drive traction motors 108, theexcess capacity (also referred to as excess prime mover electric power)may be optionally stored in energy capture and storage system 204.Accordingly, energy capture and storage system 204 can be charged attimes other than when traction motors 108 are operating in the dynamicbraking mode. This aspect of the system is illustrated in FIG. 4 by adashed line 402.

The energy capture and storage system 204 of FIG. 4 is preferablyconstructed and arranged to selectively augment the power provided totraction motors 108 or, optionally, to power separate traction motorsassociated with a separate energy tender vehicle (see FIG. 2 above) or aload vehicle. Such power may be referred to as secondary electric powerand is derived from the electrical energy stored in energy storage 204.Thus, the system 400 illustrated in FIG. 4 is suitable for use inconnection with a locomotive having an on-board energy storage mediumand/or with a separate energy tender vehicle.

FIG. 5 is a block diagram that illustrates aspects of one preferredembodiment of an energy storage and generation system 500 suitable foruse with a hybrid energy locomotive system. The system 500 includes anenergy management system 502 for controlling the storage andregeneration of energy. It should be understood, however, that theenergy management system 502 illustrated in FIG. 5 is also suitable foruse with other large, off-highway vehicles that travel along arelatively well-defined course. Such vehicles include, for example,large excavators, excavation dump trucks, and the like. By way offurther example, such large excavation dump trucks may employ motorizedwheels such as the GEB23.™. AC motorized wheel employing the GE150AC.™.drive system (both of which are trademarked products available from theassignee of the present invention). Therefore, although FIG. 5 isgenerally described with respect to a locomotive system, the energymanagement system 500 illustrated therein is not to be considered aslimited to locomotive applications.

Referring still to the exemplary embodiment illustrated in FIG. 5,system 500 preferably operates in the same general manner as system 400of FIG. 4; the energy management system 502 provides additionalintelligent control functions. FIG. 5 also illustrates an optionalenergy source 504 that is preferably controlled by the energy managementsystem 502. The optional energy source 504 may be a second engine (e.g.,the charging engine illustrated in FIG. 3, charging electric energysource 1304 as illustrated in FIGS. 13 and 14, another hybrid energyrailway vehicle 1302, or another locomotive in the consist) or acompletely separate power source (e.g., a wayside power source such asbattery charger, a third rail, or an overhead line) for charging energystorage 204. In one embodiment, such a separate charger includes anelectrical power station for charging an energy storage mediumassociated with a separate energy tender vehicle (e.g., vehicle 202 ofFIG. 2) while stationary, or a system for charging the energy storagemedium while the tender vehicle is in motion. In one preferredembodiment, optional energy source 504 is connected to a traction bus(not illustrated in FIG. 5) that also carries primary electric powerfrom prime mover power source 104.

As illustrated, the energy management system 502 preferably includes anenergy management processor 506, a database 508, and a positionidentification system 510, such as, for example, a global positioningsatellite system receiver (GPS) 510. The energy management processor 506determines present and anticipated train position information via theposition identification system 510. In one embodiment, energy managementprocessor 506 uses this position information to locate data in thedatabase 508 regarding present and/or anticipated track topographic andprofile conditions, sometimes referred to as track situationinformation. Such track situation information may include, for example,track grade, track elevation (e.g., height above mean sea level), trackcurve data, tunnel information, speed limit information, and the like.It is to be understood that such database information could be providedby a variety of sources including: an onboard database associated withprocessor 510, a communication system (e.g., a wireless communicationsystem) providing the information from a central source, manual operatorinput(s), via one or more wayside signaling devices, a combination ofsuch sources, and the like. Finally, other vehicle information such as,the size and weight of the vehicle, a power capacity associated with theprime mover, efficiency ratings, present and anticipated speed, presentand anticipated electrical load, and so on may also be included in adatabase (or supplied in real or near real time) and used by energymanagement processor 506.

It should be appreciated that, in an alternative embodiment, energymanagement system 502 could be configured to determine power storage andtransfer requirements associated with energy storage 204 in a staticfashion. For example, energy management processor 506 could bepreprogrammed with any of the above information, or could use look-uptables based on past operating experience (e.g., when the vehiclereaches a certain point, it is nearly always necessary to storeadditional energy to meet an upcoming demand).

The energy management processor 506 preferably uses the present and/orupcoming track situation information, along with vehicle statusinformation, to determine power storage and power transfer requirements.Energy management processor 506 also determines possible energy storageopportunities based on the present and future track situationinformation. For example, based on the track profile information, energymanagement processor 506 may determine that it is more efficient tocompletely use all of the stored energy, even though present demand islow, because a dynamic braking region is coming up (or because the trainis behind schedule and is attempting to make up time). In this way, theenergy management system 502 improves efficiency by accounting for thestored energy before the next charging region is encountered. As anotherexample, energy management processor 506 may determine not to use storedenergy, despite present demand, if a heavier demand is expected in thefuture. Advantageously, energy management system 502 may also beconfigured to interface with engine controls. Also, as illustrated inFIG. 5, energy storage 204 may be configured to provide an intelligentcontrol interface 512 with energy management system 502.

In operation, energy management processor 506 determines a power storagerequirement and a power transfer requirement. Energy storage 204 storeselectrical energy in response to the power storage requirement. Energystorage 204 provides secondary electric power (e.g., to a traction busconnected to inverters 106 to assist in motoring) in response to thepower transfer requirement. The secondary electric power is derived fromthe electrical energy stored in energy storage 204.

As explained above, energy management processor 506 preferablydetermines the power storage requirement based, in part, on a situationparameter indicative of a present and/or anticipated track topographiccharacteristic. Energy management processor 506 may also determine thepower storage requirement as a function of an amount of primary electricpower available from the prime mover power source 104. Similarly, energymanagement processor 506 may determine the power storage requirement asa function of a present or anticipated amount of primary electric powerrequired to propel the locomotive system.

Also, in determining the energy storage requirement, energy managementprocessor 506 preferably considers various parameters related to energystorage 204. For example, energy storage 204 will have a storagecapacity that is indicative of the amount of power that can be storedtherein and/or the amount of power that can be transferred to energystorage 204 at any given time. Another similar parameter relates to theamount of secondary electric power that energy storage 204 has availablefor transfer at a particular time.

As explained above, system 500 preferably includes a plurality ofsources for charging energy storage 204. These sources include dynamicbraking power, excess prime mover electric power, and external chargingelectric power. Preferably, energy management processor 506 determineswhich of these sources should charge energy storage 204. In oneembodiment, present or anticipated dynamic braking energy is used tocharge energy storage 204, if such dynamic braking energy is available.If dynamic braking energy is not available, either excess prime moverelectric power or external charging electric power is used to chargeenergy storage 204.

In the embodiment of FIG. 5, energy management processor 506 preferablydetermines the power transfer requirement as a function of a demand forpower. In other words, energy storage 204 preferably does not supplysecondary electric power unless traction motors 108 are operating in apower consumption mode (e.g., a motoring mode, as opposed to a dynamicbraking mode). In one form, energy management processor 506 permitsenergy storage 204 to supply secondary electric power to inverters 106until either (a) the demand for power terminates or (b) energy storage204 is completely depleted. In another form, however, energy managementprocessor 506 considers anticipated power demands and controls thesupply of secondary electric power from energy storage 204 such thatsufficient reserve power remains in energy storage 204 to augment primemover power source during peak demand periods. This may be referred toas a “look-ahead” energy management scheme.

In the look-ahead energy management scheme, energy management processor506 preferably considers various present and/or anticipated tracksituation parameters, such as those discussed above. In addition, energymanagement processor may also consider the amount of power stored inenergy storage 204, anticipated charging opportunities, and anylimitations on the ability to transfer secondary electric power fromenergy storage 204 to inverters 106.

FIGS. 6A-D, 7A-D, and 8A-E illustrate, in graphic form, aspects of threedifferent embodiments of energy management systems, suitable for usewith a hybrid energy vehicle, that could be implemented in a system suchas system 500 of FIG. 5. It should be appreciated that these figures areprovided for exemplary purposes and that, with the benefit of thepresent disclosure, other variations are possible. It should also beappreciated that the values illustrated in these figures are included tofacilitate a detailed description and should not be considered in alimiting sense. It should be further understood that, although theexamples illustrated in these figures relate to locomotives and trains,the energy management system and methods identified herein may bepracticed with a variety of large, off-highway vehicles that traverse aknown course and which are generally capable of storing the electricenergy generated during the operation of such vehicles. Such off-highwayvehicles include vehicles using DC and AC traction motor drives andhaving dynamic braking/retarding capabilities.

There are four similar charts in each group of figures (FIGS. 6A-D,FIGS. 7A-D, and FIGS. 8A-D). The first chart in each group (e.g., FIGS.6A, 7A, and 8A) illustrates the required power for both motoring andbraking. Thus, the first chart graphically depicts the amount of powerrequired by the vehicle. Positive values on the vertical axis representmotoring power (horsepower); negative values represent dynamic brakingpower. It should be understood that motoring power could originate withthe prime mover (e.g., diesel engine in a locomotive), or from storedenergy (e.g., in an energy storage medium in a separate energy tendervehicle or in a locomotive), or from a combination of the prime moverand stored energy. Dynamic braking power could be dissipated or storedin the energy storage medium.

The horizontal axis in all charts reflects time in minutes. The timebases for each chart in a given figure group are intended to be thesame. It should be understood, however, that other reference bases arepossible.

The second chart in each group of figures (e.g., FIGS. 6B, 7B, and 8B)reflects theoretical power storage and consumption. Positive valuesreflect the amount of power that, if power were available in the energystorage medium, could be drawn to assist in motoring. Negative valuesreflect the amount of power that, if storage space remains in the energystorage medium, could be stored in the medium. The amount of power thatcould be stored or drawn is partially a function of the converter andstorage capabilities of a given vehicle configuration. For example, theenergy storage medium will have some maximum/finite capacity. Further,the speed at which the storage medium is able to accept or supply energyis also limited (e.g., batteries typically charge slower than flywheeldevices). Other variables also affect energy storage. These variablesinclude, for example, ambient temperature, the size and length of anyinterconnect cabling, current and voltage limits on DC-to-DC convertersused for battery charging, power ratings for an inverter for a flywheeldrive, the charging and discharging rates of a battery, or a motor/shaftlimit for a flywheel drive. The second chart assumes that the maximumamount of power that could be transferred to or from the energy storagemedium at a given time is 500 h.p. Again, it should be understood thatthis 500 h.p. limit is included for exemplary purposes. Hence, thepositive and negative limits in any given system could vary as afunction of ambient conditions, the state and type of the energy storagemedium, the type and limits of energy conversion equipment used, and thelike.

The third chart in each figure group (e.g., FIGS. 6C, 7C, and 8C)depicts a power transfer associated with the energy storage medium. Inparticular, the third chart illustrates the actual power beingtransferred to and from the energy storage medium versus time. The thirdchart reflects limitations due to the power available for storage, andlimitations due to the present state of charge/storage of the energystorage medium (e.g., the speed of the flywheel, the voltage in anultracapacitor, the charge in the battery, and the like).

The fourth chart in each figure group (e.g., FIGS. 6D, 7D, and 8D)depicts actual energy stored. In particular, the fourth chartillustrates the energy stored in the energy storage medium at anyparticular instant in time.

Referring first to FIGS. 6A-D, these figures reflect an energymanagement system that stores energy at the maximum rate possible duringdynamic braking until the energy storage medium is completely full. Inthis embodiment, all energy transfers to the storage medium occur duringdynamic braking. In other words, in the embodiment reflected in FIGS.6A-D, no energy is transferred to the energy storage medium from excessprime mover power available during motoring, or from other energysources. Similarly, energy is discharged, up to the maximum rate,whenever there is a motor demand (limited to and not exceeding theactual demand) until the energy storage medium is completelydischarged/empty. FIGS. 6A-D assume that the energy storage medium iscompletely discharged/empty at time 0.

Referring now specifically to FIG. 6A, as mentioned above, the exemplarycurve identified therein illustrates the power required (utilized) formotoring and dynamic braking. Positive units of power reflect whenmotoring power is being applied to the wheels of the vehicle (e.g., oneor more traction motors are driving locomotive wheels). Negative unitsof power reflect power generated by dynamic braking.

FIG. 6B is an exemplary curve that reflects power transfer limits.Positive values reflect the amount of stored energy that would be usedto assist in the motoring effort, if such energy were available.Negative units reflect the amount of dynamic braking energy that couldbe stored in the energy storage medium if the medium were able to acceptthe full charge available. In the example of FIG. 6B, the energyavailable for storage at any given time is illustrated as being limitedto 500 units (e.g., horsepower). As explained above, a variety offactors limit the amount of power that can be captured and transferred.Thus, from about 0 to 30 minutes, the locomotive requires less than 500h.p. If stored energy were available, it could be used to provide all ofthe motoring power. From about 30 minutes to about 65 or 70 minutes, thelocomotive requires more than 500 h.p. Thus, if stored energy wereavailable, it could supply some (e.g., 500 h.p.) but not all of themotoring power. From about 70 minutes to about 75 minutes or so, thelocomotive is in a dynamic braking mode and generates less than 500 h.p.of dynamic braking energy. Thus, up to 500 h.p. of energy could betransferred to the energy storage medium, if the medium retainedsufficient capacity to store the energy. At about 75 minutes, thedynamic braking process generates in excess of 500 h.p. Because of powertransfer limits, only up to 500 h.p. could be transferred to the energystorage medium (again, assuming that storage capacity remains); theexcess power would be dissipated in the braking grids. It should beunderstood that FIG. 6B does not reflect the actual amount of energytransferred to or from the energy storage medium. That information isdepicted in FIG. 6C.

FIG. 6C reflects the power transfer to/from the energy storage medium atany given instant of time. The example shown therein assumes that theenergy storage medium is completely empty at time 0. Therefore, thesystem cannot transfer any power from the storage at this time. During afirst time period A (from approximately 0-70 minutes), the vehicle ismotoring (see FIG. 6A) and no power is transferred to or from the energystorage. At the end of the first time period A, and for almost 30minutes thereafter, the vehicle enters a dynamic braking phase (see FIG.6A). During this time, power from the dynamic braking process isavailable for storage (see FIG. 6B).

During a second time period B (from approximately 70-80 minutes),dynamic braking energy is transferred to the energy storage medium atthe maximum rate (e.g., 500 units) until the storage is full. Duringthis time there is no motoring demand to deplete the stored energy.Thereafter, during a third time period C (from approximately 80-105minutes) the storage is full. Consequently, even though the vehicleremains in the dynamic braking mode or is coasting (see FIG. 6A), noenergy is transferred to or from the energy storage medium during timeperiod C.

During a fourth time period D (from approximately 105-120 minutes), thevehicle resumes motoring. Because energy is available in the energystorage medium, energy is drawn from the storage and used to assist themotoring process. Hence, the curve illustrates that energy is beingdrawn from the energy storage medium during the fourth time period D.

At approximately 120 minutes, the motoring phase ceases and, shortlythereafter, another dynamic braking phase begins. This dynamic brakingphase reflects the start of a fifth time period E that lasts fromapproximately 125-145 minutes. As can be appreciated by viewing thecurve during the fifth time period E, when the dynamic braking phaseends, the energy storage medium is not completely charged.

Shortly before the 150-minute point, a sixth time period F begins whichlasts from approximately 150-170 minutes. During this time period andthereafter (see FIG. 6A), the vehicle is motoring. From approximately150-170 minutes, energy is transferred from the energy storage medium toassist in the motoring process. At approximately 170 minutes, however,the energy storage is completely depleted. Accordingly, fromapproximately 170-200 minutes (the end of the sample window), no energyis transferred to or from the energy storage medium.

FIG. 6D illustrates the energy stored in the energy storage medium ofthe exemplary embodiment reflected in FIGS. 6A-D. Recall that in thepresent example, the energy storage medium is assumed to be completelyempty/discharged at time 0. Recall also that the present example assumesan energy management system that only stores energy from dynamicbraking. From approximately 0-70 minutes, the vehicle is motoring and noenergy is transferred to or from the energy storage medium. Fromapproximately 70-80 minutes or so, energy from dynamic braking istransferred to the energy storage medium until it is completely full. Atapproximately 105 minutes, the vehicle begins another motoring phase andenergy is drawn from the energy storage medium until about 120 minutes.At about 125 minutes, energy from dynamic braking is again transferredto the energy storage medium during another dynamic braking phase. Atabout 145 minutes or so, the dynamic braking phase ends and storageceases. At about 150 minutes, energy is drawn from the energy storagemedium to assist in motoring until all of the energy has been depletedat approximately 170 minutes.

FIGS. 7A-D correspond to an energy management system that includes a“look ahead” or anticipated needs capability. Such a system is unlikethe system reflected in FIGS. 6A-D, which simply stores dynamic brakingenergy when it can, and uses stored energy to assist motoring wheneversuch stored energy is available. The energy management system reflectedby the exemplary curves of FIGS. 7A-D anticipates when the prime movercannot produce the full required demand, or when it may be lessefficient for the prime mover to produce the full required demand. Asdiscussed elsewhere herein, the energy management system can make suchdeterminations based on, for example, known present position, presentenergy needs, anticipated future track topography, anticipated futureenergy needs, present energy storage capacity, anticipated energystorage opportunities, and like considerations. The energy managementsystem depicted in FIGS. 7A-D, therefore, preferably prevents the energystorage medium from becoming depleted below a determined minimum levelrequired to meet future demands.

By way of further example, the system reflected in FIGS. 7A-D ispremised on a locomotive having an engine that has a “prime mover limit”of 4000 h.p. Such a limit could exist for various factors. For example,the maximum rated output could be 4000 h.p. or operating efficiencyconsiderations may counsel against operating the engine above 4000 h.p.It should be understood, however, that the system and figures areintended to reflect an exemplary embodiment only, and are presentedherein to facilitate a detailed explanation of aspects of an energymanagement system suitable for use with off-highway hybrid energyvehicles such as, for example, the locomotive system illustrated in FIG.2.

Referring now to FIG. 7A, the exemplary curve illustrated thereindepicts power required for motoring (positive) and braking (negative).At approximately 180 minutes, the motoring demand exceeds 4000 h.p.Thus, the total demand at that time exceeds the 4000 h.p. operatingconstraint for the engine. The “look ahead” energy management systemreflected in FIGS. 7A-D, however, anticipates this upcoming need andensures that sufficient secondary power is available from the energystorage medium to fulfill the energy needs.

One way for the energy management system to accomplish this is to lookahead (periodically or continuously) to the upcoming track/courseprofile (e.g., incline/decline, length of incline/decline, and the like)for a given time period (also referred to as a look ahead window). Inthe example illustrated in FIGS. 7A-D, the energy management systemlooks ahead 200 minutes and then computes energy needs/requirementsbackwards. The system determines that, for a brief period beginning at180 minutes, the engine would require more energy than the preferredlimit.

FIG. 7B is similar to FIG. 6B. FIG. 7B, however, also illustrates thefact that the energy storage medium is empty at time 0 and, therefore,there can be no power transfer from the energy storage medium unless anduntil it is charged. FIG. 7B also reflects a look ahead capability.

Comparing FIGS. 6A-D with FIGS. 7A-D, it is apparent how the systemsrespectively depicted therein differ. Although the required power is thesame in both examples (see FIGS. 6A and 7A), the system reflected inFIGS. 7A-D prevents complete discharge of the energy storage mediumprior to the anticipated need at 180 minutes. Thus, as can be seen inFIGS. 7C and 7D, prior to the 180 minute point, the system briefly stopstransferring stored energy to assist in motoring, even though additionalstored energy remains available. The additional energy is thereaftertransferred, beginning at about 180 minutes, to assist the prime moverwhen the energy demand exceeds 4000 h.p. Hence, the system effectivelyreserves some of the stored energy to meet upcoming demands that exceedthe desired limit of the prime mover.

It should be understood and appreciated that the energy available in theenergy storage medium could be used to supplement driving tractionmotors associated with the prime mover, or could also be used to driveseparate traction motors (e.g., on a tender or load vehicle). With thebenefit of the present disclosure, an energy management systemaccommodating a variety of configurations is possible.

FIGS. 8A-E reflect pertinent aspects of another embodiment of an energymanagement system suitable for use in connection with off-highway hybridenergy vehicles. The system reflected in FIGS. 8A-E includes acapability to store energy from both dynamic braking and from the primemover (or another charging engine such as that illustrated in FIG. 3).For example, a given engine may operate most efficiently at a givenpower setting (e.g., 4000 h.p.). Thus, it may be more efficient tooperate the engine at 4000 h.p. at certain times, even when actualmotoring demand falls below that level. In such cases, the excess energycan be transferred to an energy storage medium.

Thus, comparing FIGS. 8A-D with FIGS. 6A-D and 7A-D, the differencesbetween the systems respectively depicted therein become apparent.Referring specifically to FIGS. 8A and 8D, from about 0-70 minutes, themotoring requirements (FIG. 8A) are less than the exemplary optimal 4000h.p. setting. If desirable, the engine could be run at 4000 h.p. duringthis time and the energy storage medium could be charged. Asillustrated, however, the energy management system determines that,based on the upcoming track profile and anticipated dynamic brakingperiod(s); an upcoming dynamic braking process will be able to fullycharge the energy storage medium. In other words, it is not necessary tooperate the engine at 4000 h.p. and store the excess energy in theenergy storage medium during this time because an upcoming dynamicbraking phase will supply enough energy to fully charge the storagemedium. It should be understood that the system could also be designedin other ways. For example, in another configuration the system alwaysseeks to charge the storage medium whenever excess energy could be madeavailable.

At approximately 180 minutes, power demands will exceed 4000 h.p. Thus,shortly before that time (while motoring demand is less than 4000 h.p.),the engine can be operated at 4000 h.p. with the excess energy used tocharge the energy storage medium to ensure sufficient energy isavailable to meet the demand at 180 minutes. Thus, unlike the systemsreflected in FIGS. 6D and 7D, the system reflected in FIG. 8D providesthat, for a brief period prior to 180 minutes, energy is transferred tothe energy storage medium from the prime mover, even though the vehicleis motoring (not braking).

FIG. 8E illustrates one way that the energy management system canimplement the look ahead capability to control energy storage andtransfer in anticipation of future demands. FIG. 8E assumes a systemhaving a 200 minute look ahead window. Such a look-ahead window ischosen to facilitate an explanation of the system and should not beviewed in a limiting sense. Beginning at the end of the window (200minutes), the system determines the power/energy demands at any givenpoint in time. If the determined demand exceeds the prime mover'scapacity or limit, the system continues back and determinesopportunities when energy can be stored, in advance of the determinedexcess demand period, and ensures that sufficient energy is storedduring such opportunities.

Although FIGS. 6A-D, 7A-D, and 8A-E have been separately described, itshould be understood that the systems reflected therein could beembodied in a single energy management system. Further, the look-aheadenergy storage and transfer capability described above could beaccomplished dynamically or in advance. For example, in one form, anenergy management processor (see FIG. 5) is programmed to compare thevehicle's present position with upcoming track/course characteristics inreal or near real time. Based on such dynamic determinations, theprocessor then determines how to best manage the energy capture andstorage capabilities associated with the vehicle in a manner similar tothat described above with respect to FIGS. 7A-D and 8A-E. In anotherform, such determinations are made in advance. For example, anoff-vehicle planning computer may be used to plan a route and determineenergy storage and transfer opportunities based on a database of knowncourse information and projected conditions such as, for example,vehicle speed, weather conditions, and the like. Such pre-planned datawould thereafter be used by the energy management system to manage theenergy capture and storage process. Look ahead planning could also bedone based on a route segment or an entire route.

It should further be understood that the energy management system andmethods described herein may be put into practice with a variety ofvehicle configurations. For example, such systems and methods could bepracticed with a locomotive having a separate energy tender vehiclehousing the energy capture and storage medium. As another example, theenergy management systems and methods herein described could be employedwith a locomotive having a separate energy tender vehicle that employsits own traction motors. In another example, the energy managementsystems and methods described herein may be employed as part of anoff-highway vehicle, such as a locomotive, in which the energy storagemedium is included as part of the vehicle itself. Other possibleembodiments and combinations should be appreciated from the presentdisclosure and need not be recited in additional detail herein.

FIGS. 9A-9G are electrical schematics illustrating several differentembodiments of an electrical system suitable for use in connection witha hybrid energy locomotive. In particular, the exemplary embodimentsillustrated in these figures relate to a hybrid energy diesel-electriclocomotive system. It should be understood that the embodimentsillustrated in FIGS. 9A-9G could be incorporated in a plurality ofconfigurations, including those already discussed herein (e.g., alocomotive with a separate energy tender vehicle, a locomotive with aself-contained hybrid energy system, an autonomous tender vehicle, andthe like).

FIG. 9A illustrates an electrical schematic of a locomotive electricalsystem having a energy capture and storage medium suitable for use inconnection with aspects of the systems and methods disclosed herein. Theparticular energy storage element illustrated in FIG. 9A comprises abattery storage 902. The battery storage 902 is preferably connecteddirectly across the traction bus (DC bus 122). In this exemplaryembodiment, an auxiliary power drive 904 is also connected directlyacross DC bus 122. The power for the auxiliaries is derived from DC bus122, rather than a separate bus.

It should be appreciated that more than one type of energy storageelement may be employed in addition to battery storage 902. For example,an optional flywheel storage element 906 can also be connected inparallel with battery storage 902. The flywheel storage 906 shown inFIG. 9A is preferably powered by an AC motor or generator connected toDC bus 122 via an inverter or converter. Other storage elements such as,for example, capacitor storage devices (including ultracapacitors) andadditional battery storages (not shown) can also be connected across theDC bus and controlled using choppers and/or converters and the like. Itshould be understood that although battery storage 902 is schematicallyillustrated as a single battery, multiple batteries or battery banks maylikewise be employed.

In operation, the energy storage elements (e.g., battery storage 902and/or any optional energy storage elements such as flywheel 906) arecharged directly during dynamic braking operations. Recall that, duringdynamic braking, one or more of the traction motor subsystems (e.g.,124A-124F) operate as generators and supply dynamic braking electricpower that is carried on DC bus 122. Thus, all or a portion of thedynamic braking electric power carried on DC bus 122 may be stored inthe energy storage element because the power available on the busexceeds demand. When the engine is motoring, the battery (and any otheroptional storage element) is permitted to discharge and provide energyto DC bus 122 that can be used to assist in driving the traction motors.This energy provided by the storage element may be referred to assecondary electric power. Advantageously, because the auxiliaries arealso driven by the same bus in this configuration the ability to takepower directly from DC bus 122 (or put power back into bus 122) isprovided. This helps to minimize the number of power conversion stagesand associated inefficiencies due to conversion losses. It also reducescosts and complexities.

It should be appreciated that the braking grids may still be used todissipate all or a portion of the dynamic braking electric powergenerated during dynamic braking operations. For example, an energymanagement system is preferably used in connection with the systemillustrated in FIG. 9A. Such an energy management system is configuredto control one or more of the following functions: energy storage;stored energy usage; and energy dissipation using the braking grids. Itshould further be appreciated that the battery storage (and/or any otheroptional storage element) may optionally be configured to store excessprime mover electric power that is available on the traction bus.

Those skilled in the art should appreciate that certain circumstancespreclude the operation of a diesel engine when the locomotive and/ortrain need to be moved. For example, the engine may not be operable. Asanother example, various rules and concerns may prevent the operation ofthe engine inside buildings, yards, maintenance facilities, or tunnels.In such situations, the train is moved using stored battery power.Advantageously, various hybrid energy locomotive configurationsdisclosed herein permit the use of stored power for battery jogoperations directly. For example, the battery storage 902 of FIG. 9A canbe used for battery jog operations. Further, the prior concept ofbattery jog operations suggests a relatively short time period over ashort distance. The various configurations disclosed herein permit jogoperations for much longer time periods and over much longer distances.

FIG. 9B illustrates a variation of the system of FIG. 9A. A primarydifference between FIGS. 9A and 9B is that the system shown in FIG. 9Bincludes chopper circuits DBC1 and DBC2 connected in series with thebraking grids. The chopper circuits DBC1 and DBC2 allow fine control ofpower dissipation through the grids that, therefore, provides greatercontrol over the storage elements such as, for example, battery storage902. In one embodiment, chopper circuits DBC1 and DBC2 are controlled byan energy management system (see FIG. 5). It should also be appreciatedthat chopper circuits DBC1 and DBC2, as well as any optional storagedevices added to the circuit (e.g., flywheel storage 906), could also beused to control transient power.

In the configuration of FIG. 9A, the dynamic braking contactors (e.g.,DB1, DB2) normally only control the dynamic braking grids in discreteincrements. Thus, the power flowing into the grids is also in discreteincrements (assuming a fixed DC voltage). For example, if each discreteincrement is 1000 h.p. the battery storage capability is 2000 h.p. andthe braking energy returned is 2500 h.p. the battery cannot accept allof the braking energy. As such, one string of grids is used to dissipate1000 h.p. leaving 1500 h.p. for storage in the battery. By addingchoppers DBC1, DBC2, the power dissipated in each grid string can bemore closely controlled, thereby storing more energy in the battery andimproving efficiency. In the foregoing example, choppers DBC1 and DBC2can be operated at complementary 50% duty cycles so that only 500 h.p.of the braking energy is dissipated in the grids and 2000 h.p. is storedin the battery.

FIG. 9C is an electrical schematic of a locomotive electrical systemillustrating still another configuration for implementing an energystorage medium. In contrast to the systems illustrated in FIGS. 9A and9B. The battery storage 902 of FIG. 9C is connected to DC bus 122 by wayof a DC-to-DC converter 910. Such a configuration accommodates a greaterdegree of variation between DC bus 122 voltage and the voltage rating ofbattery storage 902. Multiple batteries and/or DC storage elements(e.g., capacitors) could be connected in a similar manner. Likewise,chopper control, such as that illustrated in FIG. 9B could beimplemented as part of the configuration of FIG. 9C. It should befurther understood that the DC-to-DC converter 910 may be controlled viaan energy management processor (see FIG. 5) as part of an energymanagement system and process that controls the storage and regenerationof energy in the energy storage medium.

In operation, the electric power carried on DC bus 122 is provided at afirst power level (e.g., a first voltage level). The DC-to-DC converter910 is electrically coupled to DC bus 122. The DC-to-DC converter 910receives the electric power at the first power level and converts it toa second power level (e.g., a second voltage level). In this way, theelectric power stored in battery storage 902 is supplied at the secondpower level. It should be appreciated that the voltage level on DC bus122 and the voltage supplied to battery storage 902 via DC-to-DCconverter 910 may also be at the same power level. The provision ofDC-to-DC converter 910, however, accommodates variations between theserespective power levels.

FIG. 9D is an electrical schematic of a locomotive electrical systemthat is similar to the system shown in FIG. 9C. One difference betweenthese systems is that the auxiliary power subsystem 904 reflected inFIG. 9D is connected to DC bus 122 via a pair of DC-to-DC converters 912and 914. Such a configuration provides the advantage of allowing the useof existing, lower voltage auxiliary drives and/or motor drives havinglow insulation. On the other hand, in this configuration, the auxiliarypower traverses two power conversion stages. It should be understoodthat although FIG. 9D illustrates the auxiliaries as consuming power allof the time-not regenerating-bi-directional DC-to-DC converters can alsobe used in configurations in which it is desirable to have theauxiliaries regenerate power (see, for example, FIG. 9G). These DC-to-DCconverters 912 and 914 are preferably controlled via an energymanagement system that controls the storage and regeneration of energyin the energy storage medium.

FIG. 9E illustrates, in electrical schematic form, still anotherconfiguration of an energy storage medium. Unlike the examplesillustrated in FIGS. 9A-9D, however, the configuration of FIG. 9Eincludes a separate DC battery bus 922. The separate battery bus 922 iselectrically isolated from main DC bus 122 (the traction bus) by aDC-to-DC converter 920 (also referred to as a two-stage converter).Accordingly, the power flow between the traction bus (DC bus 122), theenergy storage elements, and the auxiliaries preferably passes throughthe bi-directional DC-to-DC converter 920. In the configuration of FIG.9E, any additional storage elements (e.g., flywheels, capacitors, andthe like) are preferably connected across the DC battery bus 922, ratherthan across the main DC bus 122. The DC-to-DC converter 920 may becontrolled via an energy management system that controls the storage andregeneration of energy in the energy storage medium.

FIG. 9F reflects a variation of the configuration of FIG. 9E. In theconfiguration of FIG. 9F, any variable voltage storage elements (e.g.,capacitors, flywheels, and the like) that are used in addition tobattery storage 902 are connected directly across main DC bus 122 (thetraction bus). However, battery storage 902 remains connected across theisolated DC battery bus 922. Advantageously, in this configurationDC-to-DC converter 920 matches the voltage level of battery storage 902but avoids two conversions of large amounts of power for the variablevoltage storage elements. Like the other configurations, theconfiguration of FIG. 9F may be implemented in connection with an energymanagement system that oversees and controls the storage andregeneration of energy in the energy storage medium.

FIG. 9G reflects a variation of the configuration of FIG. 9F in whichonly the auxiliaries are connected to a separate auxiliary bus 930through two-stage converter 920. Accordingly, electric power carried onDC bus 122 is provided at a first power level and power carried on theauxiliary bus 930 is provided at a second power level. The first andsecond power levels may or may not be the same.

FIGS. 10A-10C are electrical schematics that illustrate additionalembodiments, including embodiments particularly suited for modifyingexisting AC diesel-electric locomotives to operate in accordance withaspects of the present disclosure. It should be understood, however,that the configurations illustrated and described with respect to FIGS.10A-10C are not limited to retrofitting existing diesel-electriclocomotives.

FIG. 10A illustrates a variation of the embodiment illustrated in FIG.9C. The embodiment of FIG. 10A uses only battery storage devices anddoes not include a non-battery storage, such as optional flywheelstorage 906. In particular, FIG. 10A illustrates an embodiment having aconverter 1006 (e.g., a DC-to-DC converter) connected across DC bus 122.A battery storage element 1002 is connected to the converter 1006.Additional converters and battery storage elements may be added to thisconfiguration in parallel. For example, another converter 1008 may beconnected across DC bus 122 to charge another battery storage element1004. One of the advantages of the configuration of FIG. 10A is that itfacilitates the use of multiple batteries (or battery banks) havingdifferent voltages and/or charging rates.

In certain embodiments, power transfer between energy storage devices isfacilitated. The configuration of FIG. 10A, for instance, allows forenergy transfer between batteries 1002 and 1004 via the DC bus 122. Forexample, if, during motoring operations, the engine (prime mover)supplies 2000 h.p. of power to the DC traction bus, the traction motorsconsume 2000 h.p., and battery 1002 supplies 100 h.p. to the tractionbus (via converter 1006), the excess 100 h.p. is effectively transferredfrom battery 1002 to battery 1004 (less any normal losses).

The configuration illustrated in FIG. 10B is similar to that of FIG.10A, except that it uses a plurality of converters (e.g., converters1006, 1008) connected to the DC bus 122 to supply a common battery 1020(or a common battery bank). One of the advantages of the configurationof FIG. 10B is that it allows the use of relatively smaller converters.This may be particularly advantageous when retrofitting an existinglocomotive that already has one converter. A similar advantage of thisconfiguration is that it allows the use of higher capacity batteries.Still another advantage of the configuration of FIG. 10B is that itpermits certain phase shifting operations, thereby reducing the ripplecurrent in the battery and allowing the use of smaller inductors (notshown). For example, if converters 1006 and 1008 are operated at 1000Hz, 50% duty cycles, and the duty cycles are selected such thatconverter 1006 is on while converter 1008 is off, the converter effectis as if a single converter is operating at 2000 Hz, which allows theuse of smaller inductors.

FIG. 10C an electrical schematic illustrating another embodiment that isparticularly well suited for retrofitting an existing diesel-electriclocomotive to operate as a hybrid energy locomotive. The configurationof FIG. 10C uses a double set of converters 1006, 1030 and one or morebatteries 1020 (of the same or different voltage levels). An advantageof the system depicted in FIG. 10C is that the battery 1020 can be at ahigher voltage level than the DC bus 122. For example, if the converters1006, 1008 illustrated in FIGS. 10A and 10B are typical two quadrantconverters, they will also have freewheeling diodes associated therewith(not illustrated). If the voltage of battery 1002, 1004 (FIG. 10A), or1020 (FIG. 10B) exceeds the DC bus voltage, the battery will dischargethrough the freewheeling diode. A double converter, such as thatillustrated in FIG. 10C, avoids this situation. One advantage of thiscapability is that the voltage level on the DC bus can be modulated tocontrol power to the dynamic braking grids independently.

FIG. 11 is an electrical schematic that illustrates one preferred way ofconnecting electrical storage elements. In particular, FIG. 11illustrates an electrical schematic of a system that may be used forretrofitting a prior art diesel-electric locomotive to operate as ahybrid energy locomotive, or for installing a hybrid energy system aspart of the original equipment during the manufacturing process. Theembodiment illustrated assumes an AC diesel-electric locomotive with sixaxles. Each axle is driven by an individual traction motor subsystem.One such AC locomotive is the AC4400, available from the assignee of thepresent invention.

Typically, the converter/motor system has extra capability (e.g., powercapacity) available in the majority of operating conditions. Such extracapability may be due to lower actual ambient conditions, as comparedwith the design criteria. For example, some locomotives are designed tooperate in ambient temperatures of up to 60 degrees Celsius, which iswell above typical operating conditions. Considerations other thanthermal conditions may also result in extra capacity during significantoperating periods. In a typical diesel-electric locomotive, forinstance, the use of all of the traction motors may only be required forlow speed and when the locomotive operates in an adhesion limitedsituation (poor rail conditions). In such case, the weight on the drivenaxles determines the pulling power/tractive effort. Hence, allaxles/motors need to be driven to obtain maximum tractive effort. Thiscan be especially true if the train is heavily loaded during poor railconditions (snowy or slippery). Such conditions are normally present foronly a fraction of the locomotive operating time. During the majority ofthe operating time, all of the traction motors/inverters are not fullyutilized to supply tractive effort. Thus, for example, when retrofittingan existing prior art locomotive, or manufacturing a new locomotive, itis possible to take advantage of this partial underutilization of thetraction motors/inverters.

By way of a specific example, the embodiment of FIG. 11 is configuredsuch that one of the six traction motor subsystems is connected to theenergy storage element 1102, through a transfer switch 1104 and aplurality of windings 1110. More particularly, the traction motorsubsystem 1124F includes an inverter 106F and a traction motor 1108F.Such a configuration is suited for retrofitting a single axle of anexisting prior art diesel-electric locomotive. It should be understoodthat retrofitting a typical prior art diesel-electric locomotiverequires the addition of power conversion equipment and associatedcooling devices. The space available for installing the retrofitequipment, however, is generally limited. Therefore, one of theadvantages of the “single-axle” configuration of FIG. 11 is that ittends to minimize impacts and makes retrofitting a more viable option.Similar advantages, however, may also be enjoyed when the hybrid energysystem is installed as original equipment during manufacturing.

The transfer switch 1104 preferably comprises a three-phase set ofcontactors or a set of motorized contacts (e.g., bus bars) that connectinverter 106F to traction motor 1108F when all of the axles are needed,and connects inverter 1106F to inductors 1110 and battery 1102 whenbattery charging or discharging is desired. Thus, transfer switch 1104has a first connection state and a second connection state. In the firstconnection state, transfer switch 1104 connects inverter 106F totraction motor 1108F. In the second connection state, transfer switchconnects inverter 106F to battery 1102.

Transfer switch 1104 is preferably controlled by a switch controller1120. In one form, the switch controller 1120 is a manualoperator-controlled switch that places transfer switch 1104 into thefirst or the second connection state. In another form, the switchcontroller reflects control logic that controls the connection state oftransfer switch 1104 in accordance with a preferred operating scheme.Table II (below) is indicative of one such preferred operating scheme.Other schemes are possible.

Although FIG. 11 illustrates a three-phase connection between battery1102 and transfer switch 1104, it is not necessary that all three phasesbe used. For example, if the power requirement is relatively low, onlyone or two phases may be used. Similarly, three separate batteries couldbe independently connected (one to each phase), or one large batterycould be connected to two phases, with a relatively smaller batteryconnected to the third phase. Further, power transfer between multiplebatteries having different voltage potentials and/or capacities is alsopossible.

The configuration of FIG. 11 is especially advantageous in the contextof retrofitting existing locomotives because transfer switch 1104 isbelieved to be much less expensive than adding additional invertersand/or DC-to-DC converters. Such advantage, however, is not limited tothe retrofit context. Also, it should be understood that theconfiguration of FIG. 11 is not limited to a single inverter pertransfer switch configuration.

FIG. 11 further illustrates an optional charging source 1130 that may beelectrically connected to DC traction bus 122. The charging source 1130may be, for example, another charging engine (see FIG. 3) or an externalcharger, such as that discussed in connection with FIG. 5.

The general operation of the configuration of FIG. 11 will be describedby reference to the connection states of transfer switch 1104. Whentransfer switch 1104 is in the first switch state, the sixth axle isselectively used to provide additional motoring or braking power. Inthis switch state, battery 1102 is effectively disconnected and,therefore, neither charges nor discharges.

When the sixth axle is not needed, switch controller 1120 preferablyplaces transfer switch 1104 in the second connection state-battery 1102is connected to inverter 106F. If, at this time, the other tractionmotors (e.g., traction motor 108A) are operating in a dynamic brakingmode, electrical energy is generated and carried on DC traction bus 122,as described in greater detail elsewhere herein. Inverter 106F transfersa portion of this dynamic braking electrical energy to battery 1102 forstorage. If, on the other hand, the other traction motors are operatingin a motoring mode, inverter 106F preferably transfers any electricalenergy stored in battery 1102 onto DC traction bus 122 to supplement theprimary electric power supplied by prime mover power source 104. Suchelectrical energy transferred from battery 1102 to DC traction bus 122may be referred to as secondary electric power. In one preferredembodiment, inverter 106F comprises a chopper circuit (not shown) forcontrolling the provision of secondary electric power to DC traction bus122 from battery 1102.

It should be understood, however, that battery 1102 can also be chargedwhen the other traction motors are not operating in a dynamic brakingmode. For example, the battery can be charged when transfer switch 1104is in the second connection state (battery 1102 is connected to inverter106F) and the other traction motors are motoring or idling if the amountof power drawn by the other traction motors is less than the amount ofprimary electric power carried on DC traction bus 122.

Advantageously, battery 1102 can also be charged using charging electricpower from optional energy source 1130. As illustrated in FIG. 11,optional energy source 1130 is preferably connected such that itprovides charging electric power to be carried on DC traction bus 122.When optional energy source 1130 is connected and providing chargingelectric power, switch controller 1120 preferably places transfer switch1104 in the second connection state. In this configuration, inverter106F transfers a portion of the electric power carried on DC tractionbus 122 to battery 1102 for storage. As such, battery 1102 may becharged from optional energy source 1130.

In summary, in the embodiment of FIG. 11, when transfer switch is in thesecond connection state, battery 1102 may be charged from dynamicbraking energy, from excess locomotive energy (e.g., when the othertraction motors draw less power than the amount of primary electricpower carried on DC traction bus 122), and/or from charging electricpower from optional charging source 1130. When transfer switch 1104 isin the second connection state and the other traction motors draw morepower than the amount of primary electric power carried on DC tractionbus 122, inverter 1106 transfers secondary electric power from battery1102 to DC traction bus 122 to supplement the primary electric power.When transfer switch 1104 is in the first connection state, battery 1102is disconnected and traction motor 1108F is operable to assist inmotoring and/or dynamic braking. Table II summarizes one set ofoperating modes of the embodiment of FIG. 11. TABLE II Five Axles SixAxles Low Speed and Low Tractive Battery Fully Charged & Dynamic EffortSettings Braking High Speed Motoring No Battery Charging & MotoringBattery Discharged & Motoring Very High Speed Dynamic Braking

While FIG. 11 illustrates an energy storage device in the form of abattery, other energy storage devices, such as flywheel systems orultracapacitors, may also be employed instead of or in addition tobattery 1102. Further, it should be understood that the configuration ofFIG. 11 may be scaled. In other words, the configuration can be appliedto more than one axle.

FIG. 12 is a flow chart that illustrates one method of operating ahybrid energy locomotive system. The particular method illustratedrelates to a system including a locomotive vehicle and an energy tendervehicle. The locomotive includes a diesel-electric prime mover powersource that supplies primary electric power to a plurality of tractionmotor systems associated with the locomotive. As explained elsewhereherein, the traction motor systems operate the locomotive in a motoringmode in response to the primary electric power. In this particularexample, the energy tender also includes a plurality of traction motorsystems (see FIG. 2). The energy tender traction motor systems areoperable in both a motoring mode and a dynamic braking mode. The energytender vehicle also includes an energy storage system for capturing atleast a portion of the electrical energy generated when the energytender traction motors operate in the dynamic braking mode.

At blocks 1202 and 1204, primary electric power is supplied to one ormore of the locomotive traction motor systems, thereby causing thelocomotive to operate in a motoring mode. When the locomotive tractionmotor systems operate in the motoring mode, it is possible to operateone or more of the energy tender traction motor systems in a dynamicbraking mode, as shown by block 1206. Of course, the energy tendertraction motor systems can be operated in the dynamic braking mode atother times such as, for example, when the locomotive traction motorsystems operate in the dynamic braking mode. As shown at blocks 1208 and1210, when one or more of the energy tender traction motor systemsoperate in the dynamic braking mode, electrical energy is generated.Some of the dynamic braking energy is preferably stored in the energystorage system for later use. For example, such stored power may beconverted and supplied as secondary electric power for use by the energytender traction motor systems to assist in motoring, as shown by block1212.

Advantageously, the method of FIG. 12 permits locating the energy tendervehicle anywhere in the train because the energy tender vehicle cancapture dynamic braking energy from its own traction motor systems. Inother words, the energy capture system need not be electricallyconnected to the locomotive in order to store energy for later use.

Although the foregoing descriptions have often referred to ACdiesel-electric locomotive systems to describe several pertinent aspectsof the disclosure, the present invention should not be interpreted asbeing limited to such locomotive systems. For example, aspects of thepresent disclosure may be employed with “all electric” locomotivespowered by electric “third rails” or overhead power systems. Further,aspects of the hybrid energy locomotive systems and methods describedherein can be used with diesel-electric locomotives using a DC generatorrather than an AC alternator and combinations thereof. Also, the hybridenergy locomotive systems and methods described herein are not limitedto use with AC traction motors. As explained elsewhere herein, theenergy management system disclosed herein may be used in connection withnon-locomotive off-highway vehicles such as, for example, largeexcavators.

As can now be appreciated, the hybrid energy systems and methods hereindescribed provide substantial advantages over the prior art. Suchadvantages include improved fuel efficiency, increased fuel range, andreduced emissions such as transient smoke. Other advantages includeimproved speed by the provision of an on-demand source of power for ahorsepower burst. Such a system also provides improved tunnelperformance such as, for example, improved immunity to oxygen and/ortemperature derations in tunnels. Also among the advantages are reducednoise and vibration conditions, which may be particularly beneficial topersonnel who work on the train. Significantly, the hybrid energylocomotive system herein described may also be adapted for use withexisting locomotive systems.

When introducing elements of the present invention or preferredembodiments thereof, the articles “a”, “an”, “the”, and “said” areintended to mean that there are one or more of the elements. The terms“comprising”, “including”, and “having” are intended to be inclusive andmean that there may be additional elements other than the listedelements.

In view of the above, it will be seen that several objects of theinvention are achieved and other advantageous results attained.

As various changes could be made in the above exemplary constructionsand methods without departing from the scope of the invention, it isintended that all matter contained in the above description or shown inthe accompanying drawings shall be interpreted as illustrative and notin a limiting sense. It is further to be understood that the stepsdescribed herein are not to be construed as necessarily requiring theirperformance in the particular order discussed or illustrated. It is alsoto be understood that additional or alternative steps may be employedwith the present invention.

1. A self-powered railroad system having power regeneration capacity,the railroad system comprising: a. a control source adapted to transmitcontrol commands; and b. a plurality of load units connected form atrain, said plurality comprising at least one railroad vehiclecomprising: i. a structure for supporting freight to be carried on thevehicle; ii. a plurality of wheels rotatably attached to the structurefor engaging railroad rail; iii. a traction motor coupled to at leastone of the wheels constituting a driving wheel, said traction motoradapted to operate in a motoring mode for transmitting mechanical energyto the driving wheel, a coasting mode, and a dynamic braking mode forbraking the driving wheel, with said traction motor using electricalenergy when operating in the motoring mode and generating dynamicbraking electrical energy when operating in the dynamic braking mode;iv. an electrical energy storage system in electrical communication withthe traction motor, adapted to store dynamic braking electrical energywhen the traction motor is operated in the dynamic braking mode andadapted to discharge electrical energy to the traction motor when thetraction motor is operated in the motoring mode; v. a controller incommunication with the traction motor and the electrical energy storagesystem and responsive to control commands to selectively operate thetraction motor in the motoring mode, the coasting mode, and the dynamicbraking mode; and vi. a communication link for receiving controlcommands from the control source external to the railroad vehicle andbeing in communication with the controller to transmit a signalindicative of the control command to the controller.
 2. The railroadsystem of claim 1, wherein the control source comprises: a. a computerreadable medium having computer executable instructions defininginstructions for selectively operating the at least one railroad vehiclein one of the operating modes, and b. a processor configured to controlthe operation of the railroad system as a function of at least one ofthe operating modes.
 3. The railroad system of claim 1, furthercomprising a plurality of said railroad vehicles, wherein the controlsystem comprises an algorithm adapted to send control commands to eachof the plurality of said railroad vehicles based on braking and poweringdemands of the railroad system over a specified distance of travel. 4.The railroad system of claim 2 wherein said algorithm additionally isadapted to send control commands based on energy power requirements ofrespective railroad vehicles at their respective destinations.
 5. Therailroad system of claim 2, additionally comprising an off-board remotecontrol device for controlling one or more of said railroad vehicles atone of said respective points of origination or destination.
 6. Therailroad system of claim 1, additionally comprising a locomotive.
 7. Therailroad system of claim 6, wherein the control source is located in thelocomotive.
 8. The railroad system of claim 1, wherein the controlsource comprises a wayside wireless communication transmitter linked toa dispatch center.
 9. The railroad system of claim 7, additionallycomprising a second control source for controlling one or more of saidrailroad vehicles at one of said respective points of origination ordestination, wherein said second control source is located in ahand-held off-board remote control device.
 10. The railroad system ofclaim 7, additionally comprising a second control source for controllingone or more of said railroad vehicles at one of said respective pointsof origination or destination, wherein said second control source islocated in a railyard control tower.
 11. The railroad system of claim 1,wherein one or more of said at least one railroad vehicle comprises acharging electric energy source.
 12. A self-powered railroad systemhaving power regeneration capacity, the railroad system comprising: a.an off-board remote control device, comprising an external controlsource adapted to transmit control commands; and b. at least onerailroad vehicle comprising: i. a structure for supporting freight to becarried on the vehicle; ii. a plurality of wheels rotatably attached tothe structure for engaging railroad rail; iii. a traction motor coupledto at least one of the wheels constituting a driving wheel, saidtraction motor adapted to operate in a motoring mode for transmittingmechanical energy to the driving wheel, a coasting mode, and a dynamicbraking mode for braking the driving wheel, with said traction motorusing electrical energy when operating in the motoring mode andgenerating dynamic braking electrical energy when operating in thedynamic braking mode; iv. an electrical energy storage system inelectrical communication with the traction motor, adapted to storedynamic braking electrical energy when the traction motor is operated inthe dynamic braking mode and adapted to discharge electrical energy tothe traction motor when the traction motor is operated in the motoringmode; v. a controller in communication with the traction motor and theelectrical energy storage system and responsive to control commands toselectively operate the traction motor in the motoring mode, thecoasting mode, and the dynamic braking mode; and vi. a communicationlink for receiving control commands from the control source external tothe railroad vehicle and being in communication with the controller totransmit a signal indicative of the control command to the controller.13. The self-powered railroad system of claim 12, wherein the off-boardremote control device is a hand-held device.
 14. The self-poweredrailroad system of claim 12, wherein the off-board remote control deviceis a stationary device.
 15. The self-powered railroad system of claim12, wherein one or more of the at least one railroad vehicle comprisesat least one dynamic braking resistant grid circuit in electricalcommunication with the traction motor, for dissipating excess electricalenergy on the one or more railroad vehicle, with each grid circuitincluding at least one dynamic braking resistance grid.
 16. Theself-powered railroad system of claim 12, wherein one or more of the atleast one railroad vehicle comprises a charging electric energy sourceon the vehicle for supplying charging electrical energy, wherein theelectrical energy storage system is in electrical communication with theelectrical power source and is further adapted to store the chargingelectrical energy.
 17. The self-powered railroad system of claim 16,wherein the charging electric energy source is an engine-generator set.18. The self-powered railroad system of claim 12, wherein thecommunication link is additionally adapted to transmit status dataindicative of an operation of the railroad vehicle to the externalcontrol source.
 19. The self-powered railroad system of claim 12,additionally comprising an energy transfer interface for receivingelectrical energy from an electrical energy system external to the atleast one railroad vehicle.
 20. The self-powered railroad system ofclaim 12, wherein the structure for supporting freight to be carried onthe railroad vehicle forms a defined containment area for carryingfreight, and the volume of said defined containment area is at leastabout 50 percent of a maximum possible volume that comprises spaceoccupied by the electrical energy storage system, the controller, andthe communication link.
 21. The self-powered railroad system of claim 12wherein the railroad vehicle's structure for supporting freight providesa substantial volume of its total space for carrying freight.
 22. Theself-powered railroad system of claim 12 wherein the structure forsupporting freight to be carried on the vehicle provides for a totalpossible freight volume that is at least 50 percent and up to about 99percent of the maximum possible volume for a respective type of loadcar.
 23. The self-powered railroad system of claim 12 wherein thecontroller controls transmission of power between the traction motor andthe electrical energy storage device.